Patent Application
20140365058
This application is a U.S. National stage application of International Application No. PCT/JP2013/053315, filed Feb. 13, 2013, which claims priority to Japanese Patent Application No. 2012-038670 filed in Japan on Feb. 24, 2012, the contents of which are hereby incorporated herein by reference.
1. Field of the Invention
The present invention relates to a drive control apparatus for a vehicle in which a pair of left and right driving wheels are driven independently of each other.
2. Background Information
Electric vehicles are known that have a drive motor disposed in each of a pair of left and right driving wheels and causes the drive motors to drive left and right driving wheels independently of each other (see Japanese Patent Laid-Open No. 2008-37355, for example).
Driving the left and right driving wheels independently of each other is, however, problematic. For example, when one of the drive motors fails to provide an intended drive force, a drive force transmitted from the right driven wheel to a road surface and a drive force transmitted from the left driven wheel to the road surface undesirably differ from each other. That is, the drive motor that drives the left driving wheel and the drive motor that drives the right driving wheel drive the respective wheels independently of each other. In this process, when a motor shaft of one of the drive motors, an axle shaft that rotates with the driving wheels, a gear in a reduction gear unit disposed between each of the drive motors and the corresponding driving wheel, or any other component experiences significant wear, breakage, or any other failure, a drive system ranging from the one of the drive motors to the corresponding driving wheel may experience drive force failure in some cases. When the one drive system experiences drive force failure, the driving wheel on the side where the drive force failure has occurred produces a greatly reduced drive force acting on a road surface, resulting in a difference in drive force between the left and right wheels. Further, if the vehicle keeps traveling with the difference in drive force between the left and right wheels, an intended behavior of the vehicle may undesirably occur, that is, the vehicle may drift toward the side where the drive force failure has occurred.
The invention has been contrived in view of the problem described above, and an object of the invention is to provide a drive control apparatus for a vehicle in which a pair of left and right driving wheels are driven independently of each other, the drive control apparatus capable of evaluating whether drive force failure has occurred in one drive system.
To achieve the object described above, a drive control apparatus for a vehicle according to the invention includes a left driving wheel and a right driving wheel, a left drive unit, a right drive unit, a first left rotational speed detection device, a second left rotational speed detection device, a first right rotational speed detection device, a second right rotational speed detection device, and a drive force failure evaluation unit.
The left driving wheel and the right driving wheel are disposed on left and right sides of the vehicle, respectively.
The left drive unit drives the left driving wheel.
The right drive unit drives the right driving wheel.
The first left rotational speed detection device is disposed in a left drive system ranging from the left drive unit to the left driving wheel and detects a rotational speed on the side where the left drive unit operates.
The second left rotational speed detection device is disposed in the left drive system and detects a rotational speed on the left driving wheel side.
The first right rotational speed detection device is disposed in a right drive system ranging from the right drive unit to the right driving wheel and detects a rotational speed on the side where the right drive unit operates.
The second right rotational speed detection device is disposed in the right drive system and detects a rotational speed on the right driving wheel side.
The drive force failure evaluation unit evaluates that drive force failure has occurred in the left drive system when a difference in rotational speed produced between a first left rotational speed detected by the first left rotational speed detection device and a second left rotational speed detected by the second left rotational speed detection device is greater than or equal to a predetermined threshold, and evaluates that drive force failure has occurred in the right drive system when a difference in rotational speed produced between a first right rotational speed detected by the first right rotational speed detection device and a second right rotational speed detected by the second right rotational speed detection device is greater than or equal to the threshold.
In the drive control apparatus for a vehicle according to the invention, the drive force failure evaluation uniy evaluates that drive force failure has occurred in the left drive system when a difference in rotational speed produced between the first left rotational speed detected by the first left rotational speed detection device and the second left rotational speed detected by the second left rotational speed detection device is greater than or equal to a predetermined threshold. Further, the drive force failure evaluation unit evaluates that drive force failure has occurred in the right drive system when a difference in rotational speed produced between the first right rotational speed detected by the first right rotational speed detection device and the second right rotational speed detected by the second right rotational speed detection device is greater than or equal to the threshold.
That is, the drive force failure evaluation is made based on the rotational speed on the side where each of the drive units operates and the rotational speed on the side where the corresponding driving wheel rotates. As a result, the drive force failure evaluation can be readily made irrespective of an output instruction torque, a vehicle speed, road surface μ (coefficient of friction of road surface on which vehicle travels), and other factors.
As a result, when the pair of left and right driving wheels are driven independently of each other, whether drive force failure has occurred in one of the drive systems can be evaluated, whereby unintended behavior of the vehicle can be avoided.
Referring now to the attached drawings which form a part of this original disclosure.
An aspect for implementing a drive control apparatus for a vehicle according to the invention will be described below with reference to a first embodiment indicated in the drawings.
The configuration of the apparatus will first be described.
The configuration of a drive control apparatus for an in-wheel motor vehicle (example of vehicle) according to the first embodiment is divided into an “overall system configuration” and a “drive force control configuration,” which will be separately described.
An in-wheel motor vehicle 1 includes left and right front wheels (driven wheels) FL, FR, left and right rear wheels (left and right driving wheels) RL, RR, a left motor/generator (left drive means or unit) 2A built in the left rear wheel RL, a right motor/generator (right drive means or unit) 2B built in the right rear wheel RR, a hydraulic brake unit (hydraulic brake means) 3, a left motor rotation sensor (first left rotational speed detection means or device) 4A, a right motor rotation sensor (first right rotational speed detection means or device) 4B, left and right front wheel rotation sensors (driven wheel rotational speed detection means or devices, vehicle speed detection means device) 5A, 5B, a left rear wheel rotation sensor (second left rotational speed detection means or device) 6A, a right rear wheel rotation sensor (second right rotational speed detection means or device) 6B, a steering mechanism (steering) 7, a steering angle sensor (steering angle detection means or device) 8, and a control unit 9, as shown in
Each of the left motor/generator 2A and the right motor/generator 2B described above can be a three-phase synchronous electric motor or a three-phase induction electric motor and is an AC electric motor capable of power operation at the time of acceleration and regenerative operation at the time of deceleration. At the time of power operation, the left and right rear wheels RL, RR are driven independently of each other based on a current from a battery (nickel-metal hydride battery or lithium ion battery, not shown). At the time of regenerative operation, the left and right rear wheels RL, RR are rotated independently of each other in a direction opposite to the direction at the time of driving to charge the battery. At this point, regenerative braking is applied to each of the left and right rear wheels RL, RR. The phrase “driven independently of each other” or “rotated in opposite direction independently of each other” means that currents different from each other can be supplied to the left motor/generator 2A and the right motor/generator 2B so that the output torques from the left motor/generator 2A and the right motor/generator 2B differ from each other. As a result, the wheels RL and RR can produce drive forces (regenerative forces) different from each other transmitted to a road surface.
The hydraulic brake unit 3 described above has brake calipers 31A to 31D disposed in the wheels FL, FR, RL, and RR respectively, brake disks 32A to 32D fixed to hubs of the wheels FL, FR, RL, and RR respectively, a brake actuator 33, and brake fluid tubes 34A to 34D, which connect the brake calipers 31A to 31D to the brake actuator 33. The brake actuator 33 includes a pump that increases pressure of the brake fluid (brake hydraulic pressure), a plurality of valves that change one of the brake fluid tubes 34A to 34D to another through which brake hydraulic pressure is transmitted and transmits the increased brake hydraulic pressure to a desired wheel, and a master cylinder.
The hydraulic brake unit 3 performs normal brake control and controlled brake control to brake the wheels FL, FR, RL, and RR on a wheel basis. The term “normal brake control” means that brake fluid pressure produced when a driver steps on a brake pedal (not shown) is transmitted to the brake calipers 31A to 31D for individual braking of the wheels FL, FR, RL, and RR. On the other hand, the term “controlled brake control” means that a hydraulic brake activation instruction outputted from the control unit 9 causes the brake actuator 33 to transmit brake hydraulic pressure set by the brake actuator 33 to the brake calipers 31A to 31D for individual braking of the wheels FL, FR, RL, and RR.
The left motor rotation sensor 4A described above is disposed in a left drive system ranging from the left motor/generator 2A to the left rear wheel RL and detects a rotational speed on the side where the left motor/generator 2A operates. In the present embodiment, the left motor rotation sensor 4A is formed of a resolver that detects the rotational speed of a rotor of the left motor/generator 2A (rotor rotational speed detector). The phrase “a rotational speed on the side where the left motor/generator 2A operates” is a rotational speed detected along a path from a point where rotation is outputted from the left motor/generator 2A to a point where the rotation is inputted to the left rear wheel RL.
The right motor rotation sensor 4B described above is disposed in the left drive system ranging from the right motor/generator 2B to the right rear wheel RR and detects a rotational speed on the side where the right motor/generator 2B operates. In the present embodiment, the right motor rotation sensor 4B is formed of a resolver that detects the rotational speed of a rotor of the right motor/generator 2B (rotor rotational speed detector). The phrase “a rotational speed on the side where the right motor/generator 2B operates” is a rotational speed detected along a path from a point where rotation is outputted from the right motor/generator 2B to a point where the rotation is inputted to the right rear wheel RR.
The left and right front wheel rotation sensors 5A, 5B described above are disposed in the left and right front wheels FL, FR and detect the individual rotational speeds of the wheels FL and FR, respectively. Each of the left and right front wheel rotation sensors 5A, 5B may be what is called an ABS sensor. Since a vehicle speed is calculated based on rotational speed signals from the left and right front wheel rotation sensors 5A, 5B, the left and right front wheel rotation sensors 5A, 5B correspond to the vehicle speed detection device.
The left rear wheel rotation sensor 6A described above is disposed in the left drive system ranging from the left motor/generator 2A to the left rear wheel RL and detects a rotational speed on the side where the left rear wheel RL rotates. In the present embodiment, the left rear wheel rotation sensor 6A is disposed in the left rear wheel RL and formed of an ABS sensor (wheel rotational speed detector) that detects the rotational speed of the left rear wheel. The phrase “a rotational speed on the side where the left rear wheel RL rotates” is a rotational speed detected along a path from a point where rotation is inputted to the left rear wheel RL to a point where the rotation is outputted to a road surface.
The right rear wheel rotation sensor 6B described above is disposed in a right drive system ranging from the right motor/generator 2B to the right rear wheel RR and detects a rotational speed on the side where the right rear wheel RR rotates. In the present embodiment, the right rear wheel rotation sensor 6B is disposed in the right rear wheel RR and formed of an ABS sensor (wheel rotational speed detector) that detects the rotational speed of the right rear wheel. The phrase “a rotational speed on the side where the right rear wheel RR rotates” is a rotational speed detected along a path from a point where rotation is inputted to the right rear wheel RR to a point where the rotation is outputted to a road surface. The right rear wheel rotation sensor 6B may be what is called an ABS sensor.
The steering mechanism 7 described above has a steering wheel (not shown) and a steering control mechanism 71, which steers the left and right front wheels FL, FR in accordance with operation of the steering wheel.
The steering angle sensor 8 described above is disposed in the steering control mechanism 71 and detects a steering angle of the left and right front wheels FL, FR, that is, a steering angle in the steering mechanism 7 (cutting angle).
The control unit 9 described above has an integrated controller 91, an inverter 92, and an alarm display (alarm means or device) 93.
The integrated controller 91 described above receives the rotational speed of the rotor of the left motor/generator 2A as an input from the left motor rotation sensor 4A. The integrated controller 91 also receives the rotational speed of the rotor of the right motor/generator 2B as another input from the right motor rotation sensor 4B. The integrated controller 91 also receives the rotational speeds of the left and right front wheels FL, FR as another input from the left and right front wheel rotation sensors 5A, 5B. The integrated controller 91 also receives the rotational speed of the left rear wheel RL as another input from the left rear wheel rotation sensor 6A. The integrated controller 91 also receives the rotational speed of the right rear wheel RR as another input from the right rear wheel rotation sensor 6B. The integrated controller 91 also receives the steering angle of the left and right front wheels FL, FR as another input from the steering angle sensor 8.
The integrated controller 91 then outputs a hydraulic brake activation instruction to the brake actuator 33 in the hydraulic brake unit 3 in accordance with the inputs from the sensors described above, outputs a current supply instruction to the inverter 92, and outputs an alarm instruction to the alarm display 93.
The inverter 92 described above converts a DC current from the battery (not shown) into a three-phase AC current in response to the current supply instruction from the integrated controller 91 and separately supplies the left motor/generator 2A and the right motor/generator 2B with electric power. When the left motor/generator 2A or the right motor/generator 2B is performing regeneration operation, the inverter 92 converts a three-phase AC current from the motor/generator 2A or 2B into a DC current, which charges the battery.
The alarm display 93 described above is, for example, one of meters disposed in an instrumental panel and displays an alarm that prompts the driver to lower a requested drive force (an alarm that prompts the driver to lower a gas pedal step-on force) and/or an alarm that notifies the driver of abnormalities of the variety of sensors, such as the left motor rotation sensor 4A, in accordance with the alarm instruction from the integrated controller 91.
In step S1, a variety of rotational speeds required in the in-wheel motor vehicle 1 are detected, and the control proceeds to step S2. The rotational speeds to be detected include the rotational speed of the left rear wheel RL, which is the driving wheel under evaluation, (second left rotational speed, hereinafter referred to as driving wheel rotational speed N1), the rotational speed of the rotor of the left motor/generator 2A, which is the drive unit under evaluation (first left rotational speed, hereinafter referred to as drive source rotational speed N2), and an average rotational speed of the left and right front wheels FL, FR (hereinafter referred to as driven wheel rotational speed N3). The driving wheel rotational speed N1 described above is detected by the left rear wheel rotation sensor 6A. The drive source rotational speed N2 described above is detected by the left motor rotation sensor 4A. The driven wheel rotational speed N3 described above is detected by the left and right front wheel rotation sensors 5A, 5B.
In step S2, the detection of the rotational speeds in step S1 is followed by evaluation of whether or not the driving wheel rotational speed N1 is lower than a predetermined rotational speed Nα set in advance. When the evaluation result is YES (N1<Nα), the control proceeds to step S3. When the evaluation result is NO (N the control proceeds to step S4. The term “predetermined rotational speed Nα” is a rotational speed used as a reference when a drive force failure evaluation threshold TH is set. The predetermined rotational speed Nα is set at an arbitrary rotational speed that sets a boundary between a case where drive force failure evaluation precision is taken into account and a case where drive force failure evaluation period is taken into account.
That is, when the driving wheel rotational speed N1 is lower than the predetermined rotational speed Nα, a vehicle speed condition is determined to be a relatively low vehicle speed condition in which it is necessary to add a sufficiently large safety factor to a change in a detected value from each of the rotation sensors due to noise and other types of external influence. On the other hand, when the driving wheel rotational speed N1 is higher than or equal to the predetermined rotational speed Nα, the vehicle speed condition is determined to be a relatively high vehicle speed condition in which it is unnecessary to consider external factors that infrequently occur and the range of variation that is unlikely to occur.
In step S3, the evaluation result of N1<Nα, that is, the evaluation result of the relatively low vehicle speed condition in step S2 is followed by use of an evaluation threshold for a low vehicle speed (first threshold) TH1 as the drive force failure evaluation threshold TH. The control then proceeds to step S5. The “evaluation threshold for a low vehicle speed TH1” is a relatively large evaluation threshold. That is, the evaluation threshold for a low vehicle speed prevents incorrect evaluation of drive force failure and hence improves the evaluation precision in the low vehicle speed condition, in which town traveling frequently occurs and a long period elapses until drive force failure affects the behavior of the vehicle, that is, a long period is allowed to stabilize the behavior of the vehicle.
In step S4, the evaluation result of N1≧Nα, that is, the evaluation result of the relatively high vehicle speed condition in step S2 is followed by use of an evaluation threshold for a high vehicle speed TH2 as the drive force failure evaluation threshold TH. The control then proceeds to step S5. The “evaluation threshold for a high vehicle speed TH2” is smaller than the evaluation threshold for a low vehicle speed TH1. That is, the evaluation threshold for a high vehicle speed can shorten a period from a point of time when drive force failure occurs to a point of time when a difference in drive force is reduced in the high vehicle speed condition, in which town traveling infrequently occurs and only a short period elapses until drive force failure affects the behavior of the vehicle, that is, only a short period is allowed to stabilize the behavior of the vehicle. The evaluation threshold for a high vehicle speed TH2 can thus shorten the evaluation period.
In step S5, the use of the evaluation threshold for a low vehicle speed TH1 in step S3 or the use of the evaluation threshold for a high vehicle speed TH2 in step S4 is followed by determination of a threshold used to evaluate whether drive force failure has occurred (drive force failure evaluation threshold TH). The control then proceeds to step S6.
In step S6, the determination of the drive force failure evaluation threshold TH in step S5 is followed by detection of a steering angle θ in the steering mechanism 7 from the steering angle sensor 8 and evaluation of whether or not the steering angle θ exceeds a preset value A. When the evaluation result is YES (θ>preset value A), the control returns to step S1. When the evaluation result is NO (θ≦preset value A), the control proceeds to step S7.
The preset value A is a maximum of angles that prevent a difference in rotational speed between the left rear wheel RL and the right rear wheel RR from occurring when the left and right front wheels FL, FR are steered (neutral position in the present embodiment). That is, it is believed that when the steering mechanism 7 is operated to cause the steering wheel to pivot with respect to the neutral position and the steering angle θ exceeds the preset value A, steering operation undesirably produces a difference in rotational speed between the left rear wheel RL and the right rear wheel RR.
In step S7, the evaluation result of θ≦preset value A in step S6 is followed by evaluation of whether or not an absolute value of a difference in rotational speed between the driving wheel rotational speed N1 and the driven wheel rotational speed N3 is greater than or equal to a preset value B. When the evaluation result is YES (|N1−N3|≧preset value B), the control proceeds to step S8. When the evaluation result is NO (|N1−N3|<preset value B), the control proceeds to step S10.
The preset value B is a maximum rotational speed difference used to evaluate whether any of the left rear wheel rotation sensor 6A, the right rear wheel rotation sensor 6B, and the left and right front wheel rotation sensors 5A, 5B is defective.
In step S8, the evaluation of |N1−N3| preset value B in step S7 is followed by evaluation of abnormality of any of the following rotation sensors: the left rear wheel rotation sensor 6A; the right rear wheel rotation sensor 6B; and the left and right front wheel rotation sensors 5A, 5B. The control then proceeds to step S9.
That is, since the absolute value of a difference in rotational speed between the driving wheel rotational speed N1 and the driven wheel rotational speed N3 is greater than or equal to the preset value B, the detected difference in rotational speed between the driving wheel and the driven wheel is a large value. In a vehicle, the driving wheel and the driven wheel typically rotate at substantially the same rotational speed. In contrast, when the difference in rotational speed between the driving wheel and the driven wheel is a large value, it can be determined that any of the sensors works abnormally.
In step S9, the evaluation of abnormality of any of the rotation sensors in step S8 is followed by display of an alarm that notifies abnormality of any of the variety of sensors on the alarm display 93. The control then proceeds to END, and the control procedure is terminated.
In step S10, the evaluation of |N1−N3|<preset value B in step S7 or the evaluation of a small difference in rotational speed between the driving wheel and the driven wheel, which means that no sensor abnormality has occurred, is followed by detection of the steering angle θ in the steering mechanism 7 again with the steering angle sensor 8 and evaluation of whether or not the detected steering angle θ is greater than the preset value A. When the evaluation result is YES (0 >preset value A), the control proceeds to END and the control procedure is terminated. When the evaluation result is NO (θ≦preset value A), the control proceeds to step S11. The preset value A used in step S10 is assumed to be the same preset value A used in step S6.
In step S11, the evaluation of θ≦preset value A in step S10 is followed by evaluation of whether or not an absolute value of a difference in rotational speed between the driving wheel rotational speed N1 and the drive source rotational speed N2 (hereinafter referred to as drive system differential rotation ΔN) is smaller than the drive force failure determination threshold TH, which is set in advance. When the evaluation result is YES (|N1−N2|=ΔN<TH), the control proceeds to END and the control procedure is terminated. When the evaluation result is YES (|N1−N2|=ΔN≧TH), the control proceeds to step S12.
The “drive force failure evaluation threshold TH” is the difference in rotational speed used to evaluate that drive force failure has occurred in a drive system under evaluation. The evaluation threshold TH is determined in step S5. When the drive system differential rotation ΔN is smaller than the evaluation threshold TH, it is evaluated that there is no difference between the rotational speed on the side where the left motor/generator 2A operates and the rotational speed on the side where the left rear wheel RL rotates, and that no drive force failure has occurred. On the other hand, when the drive system differential rotation ΔN is greater than or equal to the evaluation threshold TH, it is evaluated that there is a sufficient difference between the rotational speed on the side where the left motor/generator 2A operates and the rotational speed on the side where the left rear wheel RL rotates, and that drive force failure has occurred in the left drive system.
When a reduction gear unit and/or a transmission is present between the left motor/generator 2A and the left rear wheel RL, the drive system differential rotation ΔN is calculated in consideration of a reduction gear ratio and/or a transmission gear ratio. That is, when a reduction gear unit or any other similar apparatus is present, the drive system differential rotation ΔN is set at an absolute value of a difference between the driving wheel rotational speed N1 multiplied by the reduction gear ratio (transmission gear ratio) and the drive source rotational speed N2.
The following list shows specific examples of a case where the drive system differential rotation ΔN is greater than or equal to the evaluation threshold TH and it can therefore be evaluated that drive force failure has occurred:
In step S12, the evaluation of ΔN≧TH in step S11 is followed by calculation of a vehicle speed based on left and right front wheel rotational speed signals from the left and right front wheel rotation sensors 5A, 5B and calculation of a vehicle body speed determined from the driving wheel rotational speed Ni based on a left rear wheel rotational speed signal from the left rear wheel rotation sensor 6A (hereinafter referred to as N1 vehicle body speed). It is then evaluated whether or not the N1 vehicle body speed is lower than the vehicle speed. When the evaluation result is YES (vehicle speed>N1 vehicle body speed), the control proceeds to step S13. When the evaluation result is NO (vehicle speed≦N1 vehicle body speed), the control proceeds to step S20.
In step S13, the evaluation of vehicle speed>N1 vehicle body speed in step S12 is followed by detection of the rotational speed of the right rear wheel RR, which is a driving wheel that operates normally, (hereinafter referred to as normally operating driving wheel rotational speed) with the right rear wheel rotation sensor 6B. It is then evaluated whether or not the driving wheel rotational speed N1 is lower than the normally operating driving wheel rotational speed. When the evaluation result is YES (N1<normally operating driving wheel rotational speed), the control proceeds to step S14. When the evaluation result is NO (N1≦normally operating driving wheel rotational speed), the control proceeds to step S20.
The case where the driving wheel rotational speed Ni is lower than the normally operating driving wheel rotational speed is a case where the rotational speed of the left rear wheel RL, which is a driving wheel under evaluation, is lower than the rotational speed of the right rear wheel RR, which is a driving wheel that operates normally and has not undergone the drive force failure evaluation, and hence drive force failure along with an increase in friction on the driving wheel side has occurred in the drive system under evaluation (left drive system).
In step S14, the evaluation of N1<normally operating driving wheel rotational speed in step S13 is followed by output of the hydraulic brake activation instruction from the control unit 9, which causes the hydraulic brake unit 3 to brake the right rear wheel RR, which is a normally operating driving wheel. The control then proceeds to step S15. In this process, the braking force to be applied is set in advance in accordance with the vehicle speed and other factors.
In step S15, the activation of the hydraulic brake in step S14 is followed by recalculation of the vehicle speed based on the left and right front wheel rotational speed signals from the left and right front wheel rotation sensors 5A, 5B and calculation of the N1 vehicle body speed based on the left rear wheel rotational speed signal from the left rear wheel rotation sensor 6A. The control then proceeds to step S16.
In step S16, the calculation of the vehicle speed and the N1 vehicle body speed in step S15 is followed by evaluation of whether or not the vehicle speed is zero. When the evaluation result is YES (vehicle speed is zero), the control proceeds to END and the control procedure is terminated. When the evaluation result is NO (vehicle speed is greater than zero), the control proceeds to step S17. The sentence “vehicle speed is zero” indicates a state in which the vehicle is not traveling, that is, the left and right front wheels FL, FR, which are driven wheels, are not rotated.
In step S17, evaluation of the vehicle speed being greater than zero in step S16 is followed by assumption of the vehicle being traveling and evaluation of whether or not the Ni vehicle body speed calculated in step S16 is lower than the vehicle speed calculated in the same step S15. When the evaluation result is YES (vehicle speed>N1 vehicle body speed), the control proceeds to step S18. When the evaluation result is NO (vehicle speed≦N1 vehicle body speed), the control proceeds to step S19.
In step S18, evaluation of vehicle speed>N1 vehicle body speed in step S17 is followed by assumption of the vehicle speed being greater than the operation speed of the driving wheel under evaluation (left rear wheel RL) and increase in the braking force produced by the hydraulic brake unit 3 and acting on the right rear wheel RR, which is normally operating driving wheel. The control then returns to step S15.
The phrase “increase in the braking force” means that the braking force acting on the right rear wheel RR is made greater than the braking force applied thereto in step S14.
In step S19, the evaluation of vehicle speed≦N1 vehicle body speed in step S17 is followed by assumption of the vehicle speed being lower than the rotational speed of the driving wheel under evaluation (left rear wheel RL) and decrease in the braking force produced by the hydraulic brake unit 3 and acting on the right rear wheel RR, which is normally operating driving wheel. The control then returns to step S15. The phrase “decrease in the braking force” means that the braking force acting on the right rear wheel RR is made smaller than the braking force applied thereto in step S14.
In step S20, the evaluation of vehicle speed≦N1 vehicle body speed in step S12 or evaluation of N1≧normally operating driving wheel rotational speed in step S13 is followed by output of an electric power supply instruction of nulling the electric power supplied to the left motor/generator 2A, which is a drive source under evaluation, and the right motor/generator 2B, which is normally operation drive source. The control then proceeds to step S21. The phrase “electric power supply instruction of nulling supplied electric power” is an instruction of setting an output torque instruction value applied to the left and right motor/generators 2A, 2B at a predetermined threshold (nearly zero) or lower to stop the operation of the motor/generators 2A and 2B. As a result, the output torque from each of the motor/generators 2A and 2B is reduced to nearly zero.
In step S21, the output of the instruction of nulling supplied electric power in step S20 is followed by display of an alarm that prompts the driver to reduce a requested drive force on the alarm display 93. The control then proceeds to END, where the control procedure is terminated.
An effect of the apparatus will next be described.
An effect of the drive control apparatus for a vehicle according to the first embodiment is divided into a “drive force balance effect based on decrease in supplied current,” a “drive force balance effect based on activation of hydraulic brake,” and an “effect provided when no drive force failure evaluation is made,” which will be separately described.
Consider a case where the in-wheel motor vehicle 1 according to the first embodiment travels by using the left and right motor/generators 2A, 2B to drive the left and right rear wheels RL, RR independently of each other. Conditions under which the vehicle travels follow:
When it is assumed that the value of the current supplied to the left motor/generator 2A and the value of the current supplied to the right motor/generator 2B are equal to each other and it is evaluated whether drive force failure has occurred in the left drive system, the control proceeds in the flowchart shown in
In a period from time t0 to time t1 shown in
At the time t1, for example, when failure in the left drive system disables the power transmission between the left motor/generator 2A and the left rear wheel RL and hence no load is coupled to the left motor/generator 2A, the rotational speed of the left motor/generator 2A (drive source rotational speed N2) abruptly increases.
At time t2, when the drive system differential rotation ΔN exceeds the drive force failure evaluation threshold TH, the evaluation result in step S11 is NO (ΔN≧evaluation threshold TH), and it is therefore evaluated that drive force failure has occurred in the left drive system.
The control then proceeds to step S12, and it is evaluated whether or not the vehicle body speed determined from the driving wheel rotational speed N1 (N1 vehicle body speed) is lower than the vehicle speed. It is noted that the driving wheel rotational speed N1 at the time t2 remains unchanged and is the same as that before the drive force failure evaluation is made (before time t2). That is, the N1 vehicle body speed is substantially equal to the vehicle speed. The evaluation result in step S12 is therefore NO (vehicle speed≦N1 vehicle body speed), and the control proceeds to step S20.
As a result, the value of the current supplied to each of the left motor/generator 2A and the right motor/generator 2B (supplied current value) is reduced to zero, and the output torque from each of the left motor/generator 2A and the right motor/generator 2B is therefore reduced to zero.
As described above, in the drive control apparatus for a vehicle according to the first embodiment, it is evaluated whether drive force failure has occurred based on the difference in rotational speed between the driving wheel rotational speed Ni and the drive source rotational speed N2 (drive system differential rotation ΔN). Whether drive force failure has occurred can therefore be evaluated irrespective of the value of the current supplied to the left motor/generator 2A (torque instruction value), which is a drive source, and conditions of a road surface, such as a low friction road surface.
It is therefore unnecessary to include a margin for preventing incorrect evaluation in the evaluation threshold TH, and a period from a point of time when drive force failure occurs to a point of time when the evaluation is made can be shortened accordingly. That is, directly monitoring the rotational speed on the drive source side (drive source rotational speed N2) and the rotational speed on the driving wheel side (driving wheel rotational speed N1) allows correct evaluation of drive force failure even when the drive system differential rotation ΔN is a small value.
When the evaluation of drive force failure can thus be made in a short period, measures can be taken immediately after the drive force failure actually occurs, whereby the stability of the behavior of the vehicle can be improved.
That is, in the drive control apparatus for a vehicle according to the first embodiment, after it is evaluated that drive force failure has occurred in the left drive system, the value of the current supplied to the right motor/generator 2B (supplied current value) is reduced to zero. As a result, even when drive force failure occurs in one of the drive systems (left drive system in first embodiment) and hence the drive force transmitted from the left rear wheel RL to a road surface greatly decreases, measures are so taken in the other drive system (right drive system in first embodiment) that the output torque from the right motor/generator 2B is reduced to zero, whereby the drive force transmitted from the right rear wheel RR to the road surface can be reduced.
As a result, the difference in drive force between the left and right sides can be reduced, and hence an increase in yaw moment acting on the vehicle can be suppressed, whereby an unintended behavior of the vehicle, such as drift of the vehicle toward the side where the drive force failure has occurred, can be avoided. Stable traveling can thus be ensured.
In the first embodiment, when it is evaluated that drive force failure has occurred in the left drive system, the value of the current supplied to not only the right motor/generator 2B but also the left motor/generator 2A (supplied current value) is reduced to zero. As a result, for example, even when it is incorrectly evaluated due, for example, to sensor failure that drive force failure has occurred, but no drive force failure has actually occurred, the drive force transmitted from the wheels to a road surface is reduced both in the left and right drive systems, whereby no difference in drive force between the left and right sides is produced.
Further, in the first embodiment, the driving wheel rotational speed N1 is detected by the left rear wheel rotation sensor 6A disposed in the left rear wheel RL. On the other hand, the drive source rotational speed N2 is detected by the left motor rotation sensor 4A, which is a resolver that detects the rotor rotational speed. That is, the left motor rotation sensor 4A and the left rear wheel rotation sensor 6A are disposed at locations close to both ends of the left drive system ranging from the left motor/generator 2A to the left rear wheel RL. As a result, the drive force failure evaluation can be made in correspondence with a defective portion present over a wider range of power transmission path than, for example, in a case where the rotational speeds of a motor output shaft and an axle shaft input shaft are separately monitored.
Further, detecting necessary rotational speeds by using an existing resolver and ABS sensor eliminates necessities to add new sensors. As a result, drive force failure evaluation can be made with a small increase in cost or no increase in cost.
In the drive control apparatus for a vehicle according to the first embodiment, in the flowchart shown in
Further, in the first embodiment described above, the following conditions are assumed: “The driving wheel rotational speed N1 is smaller than the predetermined rotational speed Nα, and the evaluation threshold for a low vehicle speed TH1 is used as the drive force failure evaluation threshold TH.” When the evaluation threshold for a low vehicle speed TH1 is used as the drive force failure evaluation threshold TH, the evaluation threshold is set at a relatively large value. Therefore, in the low vehicle speed condition in which the driving wheel rotational speed N1 is lower than the predetermined rotational speed Nα, it is evaluated that drive force failure has occurred after the drive system differential rotation ΔN reaches a sufficiently large value. As a result, any drive system differential rotation ΔN produced, for example, by noise causes no drive force failure evaluation to be made, whereby incorrect evaluation of drive force failure will not be made and hence evaluation precision can be improved.
On the other hand, when the driving wheel rotational speed N1 is greater than or equal to the predetermined rotational speed Nα and the evaluation threshold for a high vehicle speed TH2 is used as the drive force failure evaluation threshold TH, the evaluation threshold is set at a value smaller than the evaluation threshold for a low vehicle speed TH1. As a result, in the high vehicle speed condition in which the driving wheel rotational speed N1 is greater than or equal to the predetermined rotational speed Nα, it is evaluated that drive force failure has occurred even when a slight amount of drive system differential rotation ΔN is produced. That is, in the high vehicle speed condition in which drive force failure quickly affects the behavior of the vehicle, drive force failure evaluation can be quickly made, whereby the evaluation period can be shortened. As a result, after drive force failure occurs, drive force control can be immediately performed, whereby unintended behavior of the vehicle can be avoided.
In step S11 in the flowchart shown in
That is, in general, when drive force failure occurs in a drive system, a load on the drive source decreases and the rotational speed on the drive source side increases accordingly. An increase in friction on the drive source side may cause the rotational speed on the drive source side to be smaller than the rotational speed on the wheel side. Even in this case, appropriate drive force failure evaluation can be made by making the evaluation based on the absolute value of a difference in rotational speed between the driving wheel rotational speed N1 and the drive source rotational speed N2 (drive system differential rotation ΔN), whereby the left and right drive forces can be balanced with each other by performing drive force control and hence stability of the vehicle can be ensured.
As described above, in the case shown in
In contrast, when friction on the driving wheel side increases along with the drive force failure so that the driving wheel rotational speed N1 decreases and the N1 vehicle body speed becomes smaller than the vehicle speed, the evaluation result in step S12 in the flowchart shown in
Further, when the driving wheel rotational speed Ni is lower than the normally operating driving wheel rotational speed, the control proceeds to step S14, where a predetermined braking force set in advance and produced by the hydraulic brake unit 3 is applied to the right rear wheel RR, which is the normally operating driving wheel. As a result, the right rear wheel RR is braked, and the drive force transmitted from the right rear wheel RR to a road surface is reduced accordingly.
That is, even when drive force failure occurs along with an increase in friction on the driving wheel side, which makes it difficult to control the drive force transmitted from the driving wheel on the side where the drive force failure has occurred to a road surface, friction balance between the left and right drive forces can be maintained, whereby stability of the vehicle can be achieved.
The drive force failure along with an increase in friction on the driving wheel side occurs, for example, when a shaft in the motor/generator is broken and a piece of the broken shaft is so immediately placed time that it increases the friction of the axle shaft.
After a braking force produced by the hydraulic brake unit 3 is applied to the right rear wheel RR, which is the normally operating driving wheel, the hydraulic brake unit 3 keeps applying the hydraulic braking force to the right rear wheel RR until the vehicle speed is reduced to zero and it is evaluated that the vehicle comes to a halt.
As shown in the flowchart in
As described above, setting the magnitude of the hydraulic braking force applied to the right rear wheel RR based on the N1 vehicle body speed and the vehicle speed allows more appropriate reduction in the difference in drive force between the left and right sides, whereby the stability of the vehicle can be improved.
A description will next be made of a case where any of the rotation sensors incorporated in the in-wheel motor vehicle 1 (left rear wheel rotation sensor 6A, right rear wheel rotation sensor 6B, and left and right front wheel rotation sensors 5A, 5B) works abnormally.
In this case, the evaluation result in step S7 in the flowchart shown in
In the procedure described above, when any of the rotation sensors (left rear wheel rotation sensor 6A, right rear wheel rotation sensor 6B, and left and right front wheel rotation sensors 5A, 5B) works abnormally, no drive force failure evaluation is made, whereby incorrect evaluation due to the sensor abnormality is avoided. Further, cross monitoring between the rotation sensors can always be performed, whereby the reliability of each of the rotation sensors can be improved. Unnecessary drive force control based on incorrect evaluation can also be avoided.
Further, in the drive control apparatus for a vehicle according to the first embodiment, in response to evaluation of presence of rotation sensor abnormality, the alarm display 93 displays an alarm that notifies the sensor abnormality. The driver can therefore recognize the sensor abnormality.
A description will next be made of a case where the steering angle in the steering mechanism 7 of the in-wheel motor vehicle 1 is large.
In this case, the evaluation result in step S6 in the flowchart shown in
As described above, when steering operation with a large steering angle affects a difference in rotational speed between the left rear wheel RL and the right rear wheel RR, no sensor abnormality evaluation or drive force failure evaluation is made.
That is, when steering operation produces a temporary difference in drive force between the left and right sides, the sensor abnormality evaluation in step S7 is not made or the drive force failure evaluation in step S11 is not made. As a result, incorrect evaluation due to steering operation can be avoided. Further, unnecessary drive force control based on incorrect evaluation can also be avoided.
Advantageous effects provided by the apparatus will next be described. The drive control apparatus for a vehicle according to the first embodiment can provide the following advantageous effects:
(1) The following components are provided:
In the configuration described above, when the pair of left and right driving wheels RL, RR are driven independently of each other, whether drive force failure has occurred in one of the drive systems can be evaluated, whereby unintended behavior of the vehicle can be avoided.
(2) The drive force failure evaluation unit (
Changing the drive force failure evaluation threshold TH in accordance with the driving wheel rotational speed Ni as described above can improve evaluation precision in accordance with a vehicle speed condition to prevent incorrect evaluation and can shorten an evaluation period to suppress occurrence of unintended behavior of the vehicle.
(3) The drive force failure evaluation unit (
As a result, even when drive force failure occurs, a difference in drive force between the left and right sides can be suppressed, whereby occurrence of unintended behavior of the vehicle can be avoided.
(4) A vehicle speed detection device (left and right front wheel rotation sensors) 5A and 5B for detecting a vehicle speed is provided,
As a result, even when drive force failure occurs, a difference in drive force between the left and right sides can be suppressed, whereby occurrence of unintended behavior of the vehicle can be avoided.
(5) The vehicle speed detection device (left and right front wheel rotation sensors) 5A and 5B for detecting a vehicle speed and a hydraulic brake device (hydraulic brake unit) 3 for separately braking the left driving wheel RL and the right driving wheel RR is provided,
As a result, even when drive force failure occurs along with an increase in friction on the driving wheel side, friction balance between the left and right driving wheels can be maintained, whereby stability of the vehicle can be ensured.
(6) A driven wheel rotational speed detection device (left and right front wheel rotation sensors) 5A and 5B for detecting rotational speeds of driven wheels (left and right front wheels) FL, FR is provided, and
As a result, cross monitoring between the rotation sensors can always be performed, and drive force failure evaluation can be made when abnormality of any of the rotation sensors occurs, whereby incorrect evaluation due to sensor abnormality can be avoided.
(7) A steering angle detection device (steering angle sensor) 8 for detecting a steering angle (steering mechanism) 7 is provided,
As a result, no drive force failure evaluation is made when steering operation produces a temporary difference in rotational speed, whereby incorrect evaluation can be avoided.
(8) The left drive unit and the right drive unit are formed of electric motors (left and right motor/generators) 2A and 2B,
As a result, the rotational speed detection device can be disposed at locations close to both ends of the drive systems, whereby drive force failure evaluation can be made in correspondence with a defective portion present over a wide range, and an increase in cost can be suppressed by using existing sensors.
The drive control apparatus for a vehicle according to the invention has been described above with reference to the first embodiment, but the specific configuration of the apparatus is not limited to that described in the first embodiment. Design changes, additions, and other modifications can be made thereto to the extent that they do not depart from the substance of the invention defined by the claims.
In the first embodiment 1, the drive force failure evaluation is made based on the difference in rotational speed (drive system differential rotation ΔN) between the rotational speed of the rotor of the left motor/generator 2A (drive source rotational speed N2) and the rotational speed of the left rear wheel RL (driving wheel rotational speed N1). However, the drive force failure evaluation is not necessarily made this way, and it may be evaluated that drive force failure has occurred, for example, when an integral of the differential rotation with time is greater than or equal to an evaluation threshold.
In this case, drive force failure evaluation can be made quickly even when the apparatus is so operated that the drive system differential rotation AN is very small. The drive force failure evaluation may still instead be made based on a rotational speed ratio between the rotational speed of the rotor of the left motor/generator 2A (drive source rotational speed N2) and the rotational speed of the left rear wheel RL (driving wheel rotational speed N1).
Further, in the drive control apparatus for a vehicle according to the first embodiment, it is evaluated that drive force failure has occurred, and the N1 vehicle body speed is higher than or equal to the vehicle speed and/or the driving wheel rotational speed Ni is higher than or equal to the normally operating driving wheel rotational speed, the value of the current supplied to each of the motor/generators 2A and 2B is reduced to zero, and then an alarm is outputted to the driver. Instead, after it is evaluated that drive force failure has occurred, the supplied current value to zero is reduced, but only an alarm is issued to the driver.
In this case as well, the driver is allowed to recognize that drive force failure has occurred, whereby the driver can be prompted to control the behavior of the vehicle.
Further, when it is evaluated that drive force failure has occurred, and the N1 vehicle body speed is higher than or equal to the vehicle speed and/or the driving wheel rotational speed N1 is higher than or equal to the normally operating driving wheel rotational speed, the value of the current supplied to each of the motor/generators 2A and 2B is reduced to zero. The supplied current value may instead be set at a value smaller than or equal to a predetermined threshold set in advance, and the threshold may be gradually reduced. As a result, the output torque from each of the drive sources can be gradually reduced, which can reduce the degree of uncomfortable sensation the drive may feel.
In the drive control apparatus for a vehicle according to the first embodiment, the drive force failure evaluation is alternately made for the left drive system and the right drive system. Instead, the drive force failure evaluation for the left and right drive systems may be made at the same time.
Further, each of the left and right motor rotation sensors 4A, 4B is not limited to a resolver that detects a rotor rotational speed and may, for example, be a sensor that detects a rotational speed of a motor output shaft. Moreover, each of the left and right rear wheel rotation sensors 6A, 6B is not limited to an ABS sensor and may, for example, be a sensor that detects a rotational speed of an axle shaft.
Further, the rotational speed sensor that detects the rotational speed on the side where the drive source operates and/or the rotational speed sensor that detects the rotational speed on the side where the driving wheel rotates may be formed of a plurality of sensors. In this case, it may be evaluated that drive force failure has occurred when there is a difference between output values from the rotations sensors.
In the first embodiment, the drive control apparatus according to the invention is used in the in-wheel motor vehicle 1, in which the left and right motor/generators 2A, 2B, each of which serves as a traveling drive source, are incorporated in the left and right rear wheels RL, RR by way of example, but the drive control apparatus is not necessarily used in an in-wheel motor vehicle. The drive control apparatus according to the invention can also be used, for example, in a hybrid vehicle that also uses an engine as a traveling drive source, a fuel battery vehicle that uses a fuel battery as a motor power source, and an engine vehicle that includes only an engine as a drive source as long as a pair of driving wheels disposed on the left and right sides in these vehicles are driven independently of each other.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2012-038670 | Feb 2012 | JP | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/JP2013/053315 | 2/13/2013 | WO | 00 | 7/23/2014 |
