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WO2016125686A1 - Dispositif de commande de couple de freinage/entraînement de véhicule - Google Patents

Dispositif de commande de couple de freinage/entraînement de véhicule Download PDF

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Publication number
WO2016125686A1
WO2016125686A1 PCT/JP2016/052551 JP2016052551W WO2016125686A1 WO 2016125686 A1 WO2016125686 A1 WO 2016125686A1 JP 2016052551 W JP2016052551 W JP 2016052551W WO 2016125686 A1 WO2016125686 A1 WO 2016125686A1
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WO
WIPO (PCT)
Prior art keywords
slip ratio
vehicle
limit slip
braking
upper limit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2016/052551
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English (en)
Japanese (ja)
Inventor
雄大 鈴木
平田　淳一
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NTN Corp
Original Assignee
NTN Corp
NTN Toyo Bearing Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2015083284A external-priority patent/JP6664885B2/ja
Application filed by NTN Corp, NTN Toyo Bearing Co Ltd filed Critical NTN Corp
Publication of WO2016125686A1 publication Critical patent/WO2016125686A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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 braking / driving torque control device for suppressing tire slip of a vehicle and ensuring stability of posture.
  • the reference speed of the other motor rotation speed to be controlled is determined based on one motor rotation speed with a pair of left and right wheels.
  • a value obtained by adding a certain allowable speed range to the reference speed determined here is set as the speed limit range of the motor rotation speed to be controlled.
  • Non-Patent Document 1 a target slip ratio of wheels is set in a left and right independent drive vehicle, and the drive torque is controlled in accordance with the difference between the target slip ratio and the actual slip ratio, thereby achieving the target slip ratio. So that the wheel slip is suppressed.
  • the above proposed example has a problem in controlling the vehicle attitude. That is, in the above proposed example, the longitudinal force generated on the road surface by the respective driving wheels of the left and right independent drive vehicles is estimated, and the drive torque is controlled so that the left and right longitudinal forces coincide with the lower one. However, for example, if the external force such as the drag torque of the friction brake is greatly different between the left and right wheels, the estimated longitudinal force is greatly deviated from the actual longitudinal force. Further, although not described in Patent Document 1, when the external force is greatly different between the left and right wheels during braking, the estimated longitudinal force is greatly deviated from the actual longitudinal force.
  • the present invention has been made to solve the above-described problem, and suppresses tire slip that occurs when accelerating or decelerating in a place where the road surface friction coefficient is low, and an unnecessary yaw moment is generated in the vehicle. It is an object of the present invention to provide a braking / driving torque control device for a vehicle that can suppress changes in the vehicle posture.
  • the vehicle braking / driving torque control device of the present invention is a vehicle braking / driving torque control device for controlling a vehicle 1 having a braking / driving source 4 capable of independently controlling braking torque or driving torque of left and right wheels 2, Controlling the braking torque or driving torque of the left and right wheels 2 to control the slip ratio of the wheels 2 below the upper limit slip ratio or above the lower limit slip ratio, and the attitude of the vehicle 1
  • Vehicle attitude control device 15 for The vehicle attitude control device 15
  • Target yaw rate calculation means 23 for calculating a target yaw rate of the vehicle using at least the vehicle speed and the steering angle;
  • a yaw rate deviation calculating means 24 for calculating a yaw rate deviation which is a deviation between the actual yaw rate measured from the sensor 19 mounted on the vehicle 1 and the target yaw rate;
  • Control wheel setting means 25 for setting the wheel 2 for changing the upper limit slip ratio or the lower limit slip ratio as a control wheel;
  • a limit slip ratio calculation means 26 having at least one
  • the braking / driving torque control device having this configuration is applied to the vehicle 1 capable of independently controlling the braking torque or driving torque of each wheel 2.
  • the slip ratio control device 14 The braking torque or driving torque of the wheel 2 is controlled to be as follows.
  • the slip rate control device 14 controls the driving torque of the wheel 2 so as to be equal to or higher than the lower limit slip rate ( (Slip rate control combined with these two controls).
  • the front / rear force that can be generated saturates as the slip ratio of the wheel 2 increases. Therefore, it is preferable to set the upper limit slip ratio with the slip ratio at which the front / rear force is approximately saturated as an upper limit. Further, since the longitudinal force that can be generated is saturated when the slip ratio of the wheel 2 is reduced during driving, it is preferable to set the lower limit slip ratio with the slip ratio at which the longitudinal force is approximately saturated as a lower limit.
  • the target yaw rate is calculated by the target yaw rate calculation means 23 from values such as the vehicle speed and the steering angle, and the actual yaw rate is measured by an in-vehicle sensor 19 such as a yaw rate sensor.
  • the control wheel setting means 25 When the slip ratio control is operating with one or more wheels, if a deviation (yaw rate deviation) between the target yaw rate and the actual yaw rate occurs, the control wheel setting means 25 generates a yaw moment that eliminates the yaw rate deviation.
  • the limit slip rate calculating means 26 sets the wheels 2 of the turning inner wheel side or the turning outer wheel side orientation to be generated yaw moment as the control wheel 2 1, wherein the limit slip rate calculating means 26, the driving time of the turning direction to be generated yaw moment
  • the lower limit slip rate of the inner wheel 2 (control wheel) is increased, and the upper limit slip rate of the wheel 2 on the turning outer wheel side in the direction in which a yaw moment is desired to be reduced during braking.
  • the upper limit slip ratio By reducing the upper limit slip ratio, the longitudinal force generated by the wheel 2 is increased and the yaw moment is generated. Further, by increasing the lower limit slip ratio, the longitudinal force generated by the wheel 2 is reduced and the yaw moment is generated.
  • the drive torque acts on the control wheel during braking, and if the value of the lower limit slip ratio is increased from negative to positive, the control wheel during drive is increased.
  • the braking torque will act.
  • switching between driving and braking can be performed continuously only by changing the upper limit slip ratio or the lower limit slip ratio.
  • tire slip that occurs when accelerating or decelerating in a place where the road surface friction coefficient is low is suppressed to be equal to or lower than the upper limit slip ratio or higher than the lower limit slip ratio.
  • the term “acceleration” includes “start”.
  • a moment for eliminating the yaw rate deviation may be generated by lowering the upper limit slip ratio or increasing the lower upper limit slip ratio according to the yaw rate deviation generated in the vehicle 1, thereby suppressing the change in the vehicle posture. Since the control is to suppress the slip ratio by decreasing the upper limit slip ratio or increasing the lower limit slip ratio, there is no possibility of wheel spin or tire lock due to braking / driving torque, and the vehicle posture can be further stabilized.
  • the present invention suppresses tire slip that occurs when accelerating or decelerating in a place where the road surface friction coefficient is low, and also changes the vehicle posture even when an unnecessary yaw moment is generated in the vehicle 1. It can be suppressed.
  • the limited slip ratio calculating means 26 includes the upper limit slip ratio calculating means 26A, and the upper limit slip ratio calculating means 26A is an inner ring when turning occurs according to the magnitude of the yaw rate deviation during braking.
  • the upper limit slip ratio on the side may be reduced.
  • the limited slip ratio calculating means 26 includes the lower limit slip ratio calculating means 26B, and the lower limit slip ratio calculating means 26B is turned when driving according to the magnitude of the yaw rate deviation.
  • the lower limit slip ratio on the outer ring side may be increased. As the magnitude of the yaw rate deviation is larger, the generated upper yaw rate deviation is decreased or the lower limit slip ratio is increased, so that the generated yaw rate deviation can be eliminated early.
  • the upper limit slip ratio calculating means 26A may provide a lower limit value for the upper limit slip ratio. As a result, it is possible to limit the change in the vehicle posture when the upper limit slip ratio is reduced. Further, the lower limit slip ratio calculating means 26B may provide an upper limit value for the lower limit slip ratio. Thereby, it is possible to limit the change in the vehicle posture when the lower limit slip ratio is increased.
  • the control wheel setting means 25 may set a plurality of wheels 2 as the control wheel.
  • the front and rear wheels 2 may be brake wheels. Although only one wheel may be used as a brake wheel, the vehicle posture can be stabilized more effectively by using a plurality of wheels as brake wheels.
  • the limited slip ratio calculating means 26 may hold the upper limit slip ratio or the lower limit slip ratio at a preset value. . (ESC (Electronic Stability Control) control, etc.). As described above, when the slip ratio is controlled when torques having different signs are generated on the left and right wheels, the upper limit slip ratio or the lower limit slip ratio is maintained at a preset value, thereby enabling stable control. Easy to do.
  • ESC Electronic Stability Control
  • the vehicle 1 may be configured such that each of the plurality of wheels 2 includes an electric motor 4.
  • the present invention can be applied even when the braking / driving source 4 is an internal combustion engine.
  • the present invention is superior in responsiveness and controllability compared to the internal combustion engine. The posture can be stabilized more effectively by controlling the driving torque.
  • FIG. 1 is a system configuration diagram showing a conceptual configuration of a vehicle equipped with a braking / driving torque control device according to an embodiment of the present invention. It is a block diagram which shows the one part specific example of the braking / driving torque control apparatus of the vehicle. It is explanatory drawing which shows the effect
  • FIG. 1 is a block diagram of a conceptual configuration of an electric vehicle that is a left and right wheel independent drive type vehicle equipped with a braking / driving torque control device according to this embodiment, and the right side of the figure is the front of the vehicle.
  • This electric vehicle is a four-wheel independent drive in which the left and right rear wheels 2 and the left and right front wheels 2 of the vehicle 1 are independently driven by a motor 4 as a braking / driving source for performing a regenerative operation.
  • the front wheel 2 is a steering wheel.
  • Each motor 4 is an electric motor and constitutes, for example, the in-wheel motor drive device 5 of FIG. 6, but may be an on-board type mounted on a chassis (not shown).
  • the in-wheel motor drive device 5 includes a motor 4 that is an in-wheel motor (IWM), a speed reducer 6, and a wheel bearing 7, and a part or all of these are arranged in the wheel 2. .
  • the rotation of the motor 4 is transmitted to the wheel 2 via the speed reducer 6 and the wheel bearing 7.
  • a brake rotor 8a constituting the friction brake device 8 is fixed to the flange portion of the hub wheel 7a of the wheel bearing 7, and the brake rotor 8a rotates integrally with the wheel 2.
  • the motor 4 is, for example, an embedded magnet type synchronous motor in which a permanent magnet is built in the core portion of the rotor 4a.
  • the motor 4 is a motor in which a radial gap is provided between a stator 4b fixed to the housing 4c and a rotor 4a attached to the rotation output shaft 9.
  • the vehicle 1 includes an ECU (electric control unit) 11 and a plurality (four in this example) of inverter devices 12 provided for each motor 4.
  • the ECU 11 includes a main ECU unit 13 having a general function, and a slip ratio control device 14 and a vehicle attitude control device 15 that are specific to this embodiment. Note that the slip ratio control device 14 and the vehicle attitude control device 15 may be provided as separate independent ECUs or may be provided in the inverter device 12 instead of being provided in the ECU 11.
  • the ECU 11 is a computer such as a microcomputer having a microprocessor, a ROM (Read Only Memory) having a program executed by the processor, and various electronic devices such as a RAM (Random Access Memory) and a coprocessor (Co-Processor). It consists of a circuit.
  • the ECU 11 and each inverter device 12 are connected by an in-vehicle communication network such as a CAN (control area network).
  • the main ECU unit 13 has a function of performing overall control and cooperative control of the entire vehicle and a braking / driving command generation function as its basic configuration.
  • This braking / driving command generation function includes a drive command that is a command of an operation amount detected by an accelerator pedal sensor 16 provided on an accelerator pedal (not shown), and a brake pedal sensor provided on a brake pedal (not shown).
  • This is a function for generating a braking / driving force command such as a torque command distributed to each motor 4 from a braking / driving command (braking command and drive command) which is a command of the operation amount detected by 36.
  • the braking / driving force command is input to the driving command and the braking / driving command, and is stored in a software or hardware LUT (Look Up Table) or a software library. It is generated and output using a predetermined conversion function or equivalent hardware (hereinafter referred to as “realization model”).
  • the accelerator pedal and the brake pedal may be other than a pedal type.
  • the braking / driving command generated by the main ECU 13 is normally sent to the inverter device 12, but in this embodiment is sent to the inverter device 12 via the vehicle attitude control device 15 and the slip ratio control device 14.
  • Each inverter device 12 has a control unit (not shown) for converting DC power of a battery (not shown) into AC power for driving the motor 4 and controlling the output, and is distributed as described above.
  • the responsible motor 4 is controlled in accordance with a braking / driving force command such as a torque command.
  • Each inverter device 12 includes a power circuit unit (not shown) such as a bridge circuit of a switching element that converts AC power, and the control unit that controls the power circuit unit.
  • the vehicle 1 is provided with a steering angle sensor 17, a vehicle speed sensor 18, and a yaw rate sensor 19 as sensors.
  • the steering angle sensor 17 is a sensor that detects the steering angle of a steering means (not shown) such as a steering wheel.
  • the steering angle sensor 17 may be a sensor that detects a steering angle of a steering device (not shown).
  • the motor 4 is provided with a rotation sensor (not shown) for detecting the motor rotation speed, and the inverter device 12 calculates the wheel speed, which is the rotation speed or angular speed of the wheel 2 from the detection signal of the rotation sensor. Means (not shown).
  • an accelerator command value is input from the accelerator pedal sensor 16 to the main ECU unit 13.
  • a brake command value is input from the brake pedal sensor 36 to the main ECU unit 13.
  • the input accelerator command value and brake command value are input from the main ECU 13 to the slip ratio control device 14 corresponding to each wheel 2 as a torque command value for driving each wheel 2.
  • the slip ratio control device 14 controls the braking torque or driving torque of the left and right wheels 1 to suppress the slip ratio of the wheels to an upper limit slip ratio which will be described later and to a lower limit slip ratio or more.
  • the slip ratio control device 14 includes a slip ratio calculation means 21 and a braking / driving torque calculation means 22.
  • the slip ratio calculating means 21 uses the vehicle speed input from the vehicle speed sensor 18 (that is, the vehicle speed) and the wheel speed input from the inverter device 12, specifically the above-described implementation model or software.
  • a hardware circuit that can calculate and output a slip ratio using a predetermined division function stored in a hardware library or equivalent hardware, etc. or a software function on a processor (not shown). Yes.
  • the braking / driving torque calculation means 22 includes the above-described realization model, or a predetermined control function for PID control stored in a software library, an arithmetic function, a comparison function, and hardware equivalent thereto. Use the PID control so that the slip rate does not exceed the preset upper limit slip rate before practical operation of the vehicle 1 or during maintenance, or in the same way, does not fall below the preset lower limit slip rate.
  • the final torque command value is calculated and output by a hardware circuit or a software function on a processor (not shown). The calculated final torque command value is given to the inverter device 12 as a braking / driving command.
  • the front / rear force that can be generated saturates as the slip ratio of the wheel increases, so the upper limit slip ratio is set with the slip ratio at which the front / rear force is approximately saturated as an upper limit.
  • the front / rear force that can be generated saturates when the wheel slip ratio decreases, so the lower limit slip ratio is set with the slip ratio at which the front / rear force is approximately saturated as a lower limit.
  • the upper limit slip ratio and the lower limit slip ratio can be changed by input from input means (not shown) provided in the vehicle attitude control device 15 (see FIG. 2).
  • the slip ratio control device 14 (see FIG. 2) outputs a final torque command value to the inverter device 12, and drives the motor by controlling the current so as to follow the final torque command value.
  • the inverter device 12 calculates the wheel speed from the motor rotation speed of the in-wheel motor.
  • vehicle speed control device 15 receives vehicle speed and steering angle information from vehicle speed sensor 18 and steering angle sensor 17 via main ECU unit 13.
  • the actual yaw rate measured by the on-vehicle yaw rate sensor 19 is also input.
  • the vehicle attitude control device 15 includes target yaw rate calculation means 23, yaw rate deviation calculation means 24, control wheel setting means 25, and limited slip ratio calculation means 26.
  • the limited slip ratio calculating means 26 includes an upper limit slip ratio calculating means 26A and a lower limit slip ratio calculating means 26B.
  • the target yaw rate calculation means 23 calculates the target yaw rate of the vehicle using at least the vehicle speed and the steering angle. Specifically, the target yaw rate calculation means 23 uses the above-described realization model or a predetermined four arithmetic operation function stored in a software library, hardware equivalent thereto, and the like to obtain information on the vehicle speed and the steering angle.
  • a hardware circuit or a processor (not shown) that can calculate and output a target yaw rate of the vehicle 1 from vehicle parameters such as a vehicle weight and a center of gravity position that are set in advance before practical operation of the vehicle 1 or during maintenance. It consists of the above software functions.
  • the yaw rate deviation calculation means 24 subtracts the actual yaw rate from the target yaw rate using the above-described realization model or a predetermined subtraction function stored in a software library or equivalent hardware. And a hardware function that outputs a yaw rate deviation or a software function on a processor (not shown).
  • the control wheel setting means 25 and the limited slip ratio calculation means 26 when a yaw rate deviation occurs when the slip ratio control is operating with one or more wheels, the control wheel setting means 25 and the upper limit slip ratio calculation means 26A or the lower limit slip The rate calculation means 26B functions.
  • the control wheel setting means 25 sets the wheel 1 that changes the upper limit slip ratio as a control wheel.
  • the control wheel setting means 25 uses, for example, a predetermined comparison function stored in the above-described implementation model or a software library, hardware equivalent thereto, and the like, for example, a target yaw rate, an actual yaw rate, From the sign of the yaw rate deviation, it is determined whether the vehicle 1 is in an understeer tendency or a spin tendency, and a yaw moment that eliminates the yaw rate deviation is generated so that the yaw moment can be generated during driving. set the wheel 2 as the control wheel 2 1 (FIG.
  • Control wheel 2 1 may be one wheel may be multiple rings.
  • the right wheel side friction coefficient is large and the left wheel side friction coefficient is small with respect to the traveling direction. An unnecessary moment is generated.
  • the upper limit slip ratio calculating means 26A lowers the upper limit slip ratio from a value before the yaw rate deviation occurs in order to eliminate the yaw rate deviation of the vehicle.
  • the upper limit slip ratio calculating means 26A uses the above-described realization model, or a predetermined control function and arithmetic function for PID control stored in a software library, hardware equivalent thereto, and the like. And a software function on a hardware circuit or a processor (not shown) that can calculate and output an upper limit slip ratio by PID control so that the input yaw rate deviation becomes zero.
  • the lower limit slip ratio calculating means 26B increases the lower limit slip ratio from a value before the yaw rate deviation occurs in order to eliminate the yaw rate deviation of the vehicle.
  • the lower limit slip ratio calculation means 26B uses the above-described realization model or a predetermined control function and arithmetic function for PID control stored in a software library, hardware equivalent thereto, and the like.
  • a software function on a hardware circuit or a processor (not shown) that can calculate and output a lower limit slip ratio by PID control so that the input yaw rate deviation becomes zero.
  • the driving force generated by the wheels is reduced and the yaw moment is generated.
  • the generated yaw rate deviation can be eliminated at an early stage by decreasing the upper limit slip ratio or increasing the lower limit slip ratio as the magnitude of the yaw rate deviation increases. If the value of the upper limit slip ratio is decreased from positive to negative, the drive torque acts on the control wheel during braking, and if the value of the lower limit slip ratio is increased from negative to positive, the control wheel during drive is increased. The braking torque will act.
  • switching between driving and braking can be performed continuously only by changing the upper limit slip ratio or the lower limit slip ratio.
  • a lower limit value may be set for the upper limit slip ratio, or the change in the vehicle posture when the lower limit slip ratio is increased.
  • an upper limit value may be set for the lower limit slip ratio.
  • tire slip that occurs when accelerating or decelerating in a place where the road surface friction coefficient is low is suppressed to be equal to or less than the upper limit slip rate or greater than the lower limit slip rate.
  • vehicle attitude by changing the vehicle attitude by generating a moment that eliminates the yaw rate deviation by reducing the upper limit slip rate according to the yaw rate deviation (FIG. 2) generated in the vehicle 1 or increasing the lower limit slip rate. suppress. Since control is performed by reducing the upper limit slip ratio or increasing the lower limit slip ratio to suppress the slip ratio, there is no possibility of wheel spin or tire lock due to braking / driving torque, and the vehicle posture can be further stabilized.
  • the slip ratio is controlled when torques having different signs are generated in the left and right wheels, the upper limit slip ratio or the lower limit slip ratio is held at a preset value (ESC control or the like).
  • This embodiment is applied to the vehicle 1 capable of independently controlling the braking torque or driving torque of each wheel 2.
  • the slip ratio control device 14 The braking torque or driving torque of the wheel 2 is controlled to be as follows.
  • the slip ratio control device 14 controls the driving torque of the wheel 2 so as to be equal to or higher than the lower limit slip ratio (these two With slip rate control).
  • the front / rear force that can be generated saturates as the slip ratio of the wheel 2 increases.
  • the upper limit slip ratio with the slip ratio at which the front / rear force is approximately saturated as an upper limit.
  • the longitudinal force that can be generated is saturated when the slip ratio of the wheel 2 is reduced during driving, it is preferable to set the lower limit slip ratio with the slip ratio at which the longitudinal force is approximately saturated as a lower limit.
  • the target yaw rate is calculated by the target yaw rate calculation means 23 from values such as the vehicle speed and the steering angle, and the actual yaw rate is measured by an in-vehicle sensor 19 such as a yaw rate sensor.
  • the control wheel setting means 25 When the slip ratio control is operating with one or more wheels, if a deviation (yaw rate deviation) between the target yaw rate and the actual yaw rate occurs, the control wheel setting means 25 generates a yaw moment that eliminates the yaw rate deviation.
  • the longitudinal force generated by the wheel 2 is reduced and the yaw moment is generated.
  • the generated upper yaw rate deviation is decreased or the lower limit slip ratio is increased, so that the generated yaw rate deviation can be eliminated early. If the value of the upper limit slip ratio is decreased from positive to negative, the drive torque acts on the control wheel during braking, and if the value of the lower limit slip ratio is increased from negative to positive, the control wheel during drive is increased. The braking torque will act.
  • switching between driving and braking can be performed continuously only by changing the upper limit slip ratio or the lower limit slip ratio.
  • a lower limit value may be set for the upper limit slip ratio, or the change in the vehicle posture when the lower limit slip ratio is increased.
  • an upper limit value may be set for the lower limit slip ratio.
  • an in-wheel motor type four-wheel drive vehicle has been described.
  • the present invention can be applied to a rear wheel drive vehicle in which only two rear wheels have an in-wheel motor or a non-in-wheel motor type. Electricity of a configuration in which the output of two motors installed on the vehicle body corresponding to each of the left and right wheels, for example, is transmitted to each wheel via a drive shaft or the like, and the driving torque of each wheel is controlled independently. It can also be applied to automobiles.
  • the present invention can also be applied to a vehicle having a braking / driving source having an internal combustion engine as a driving source and a friction brake as a braking source.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)

Abstract

La présente invention empêche le glissement de pneu qui se produit lors de l'accélération et de la décélération dans des endroits tels que ceux où le coefficient de frottement avec la surface de roulement est faible, et supprime les changements de l'attitude du véhicule même si un moment de lacet inutile est généré dans le véhicule. L'invention concerne les éléments suivants : un dispositif de commande de vitesse de glissement (14) qui commande la vitesse de glissement des roues (2), en commandant le couple de freinage/entraînement des roues gauche et droite (2), de telle sorte qu'une telle vitesse n'est pas supérieure à une vitesse de glissement limite supérieure ou à au moins une vitesse de glissement limite inférieure ; un dispositif de commande d'attitude de véhicule (15). Le dispositif de commande d'attitude de véhicule (15) comprend : un moyen de calcul d'écart de vitesse de lacet (24) pour calculer l'écart entre une vitesse de lacet réelle et une vitesse de lacet cible ; un moyen de réglage de roue commandée (25) pour régler, en tant que roues commandées, les roues (2) pour lesquelles la vitesse de glissement limite supérieure ou inférieure doit être modifiée ; un moyen de calcul de vitesse de glissement limite supérieure (26A) ; un moyen de calcul de vitesse de glissement limite inférieure (26B). Le moyen de calcul de vitesse de glissement limite supérieure (26A) et le moyen de calcul de vitesse de glissement limite inférieure (26B) réduisent respectivement la vitesse de glissement limite supérieure ou augmentent la vitesse de glissement limite inférieure de façon à éliminer l'écart de vitesse de lacet.
PCT/JP2016/052551 2015-02-02 2016-01-28 Dispositif de commande de couple de freinage/entraînement de véhicule Ceased WO2016125686A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2015018113 2015-02-02
JP2015-018113 2015-02-02
JP2015083284A JP6664885B2 (ja) 2015-02-02 2015-04-15 車両の制駆動トルク制御装置
JP2015-083284 2015-04-15

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110329239A (zh) * 2018-03-28 2019-10-15 马自达汽车株式会社 车辆的控制装置
CN110422053A (zh) * 2019-07-26 2019-11-08 吉林大学 四轮轮毂电机驱动电动汽车节能控制方法
CN116834562A (zh) * 2023-08-17 2023-10-03 阿维塔科技(重庆)有限公司 一种车辆四驱控制扭矩的确定方法及装置
WO2025033352A1 (fr) * 2023-08-10 2025-02-13 三菱自動車工業株式会社 Dispositif et procédé de commande de véhicule
WO2025033351A1 (fr) * 2023-08-10 2025-02-13 三菱自動車工業株式会社 Dispositif de commande de véhicule et procédé de commande de véhicule
WO2025033350A1 (fr) * 2023-08-10 2025-02-13 三菱自動車工業株式会社 Dispositif et procédé de commande de véhicule

Citations (3)

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