JP5034587B2 - Drive control device - Google Patents

Description

  The present invention relates to a drive control device that executes control for varying drive force between wheels that generate drive force.

  In recent years, the turning performance of a vehicle is improved or the posture of the vehicle is stabilized by changing the driving force of wheels provided in the vehicle. In Patent Document 1, when the target braking / driving force and the target yaw moment cannot be achieved, the magnitude of the target braking / driving force of the vehicle and the magnitude of the target yaw moment by the target braking / driving force of each wheel after correction are described. A braking / driving control device is disclosed in which the target braking / driving force and target yaw moment of the vehicle after correction are calculated so as to be maximized.

JP 2006-213139 A

  However, the braking / driving control device disclosed in Patent Document 1 sets a target braking / driving force and a target yaw moment for the entire vehicle. For this reason, for example, when the friction coefficient between the left and right wheels differs from the road surface, or when the output of the driving means for driving the wheels has reached the limit, the target yaw that should be generated can be generated. A moment may not actually be generated, and as a result, the stability of the vehicle may be reduced.

  Therefore, the present invention has been made in view of the above, and provides a drive control device capable of suppressing a decrease in running stability of a vehicle when executing control to vary driving force among a plurality of wheels. With the goal.

In order to solve the above-described problems and achieve the object, the drive control device according to the present invention provides the required drive force required for the wheels and the vehicle when controlling the drive force of a plurality of wheels included in the vehicle. A required value calculation unit for obtaining a required required yaw moment, a driving force that can be generated by the wheel and a yaw moment that can be generated by the wheel, and a range of the driving force and yaw moment that can be generated, A driving force calculating unit for determining the driving force of the wheel, a dynamic load reference driving force calculating unit for determining the driving force of the wheel based on the dynamic load distribution of the wheel, the required driving force, and the required yaw moment; , it can be generated driving force of the wheel remote, when the wheel is larger driving force which the dynamic load reference driving force calculation unit is required to be present at least one wheel, the driving force calculation unit obtains The driving force of the wheel, characterized in that it comprises a and a driving force setting unit to be the driving force of the wheel.

  As a preferred aspect of the present invention, the driving force that can be generated by the wheel is obtained based on the maximum driving force of the wheel, the maximum braking force of the wheel, and the maximum torque that can be generated by the driving means of the wheel. It is desirable that

  As a preferred aspect of the present invention, the driving force calculation unit adjusts the driving force of the wheel that cannot generate the required driving force, the driving force that can be generated by the wheel, the required driving force, and the required driving force. It is desirable to provide a driving force compensator that adds a difference from a driving force that can generate a wheel that cannot generate the difference to a wheel that has a sufficient driving force to obtain a driving force of the wheel that has a sufficient driving force.

  The drive control device according to the present invention can suppress a decrease in running stability of the vehicle when executing control for varying the driving force among a plurality of wheels.

  Hereinafter, the present invention will be described in detail with reference to the drawings. The present invention is not limited by the best mode for carrying out the invention (hereinafter referred to as an embodiment). In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art, those that are substantially the same, and those in a so-called equivalent range.

  In the following, the case where the present invention is applied to a so-called electric vehicle using an electric motor as power generation means will be described. However, the scope of application of the present invention is not limited to this, and based on fluctuations in the rotational speed of wheels. The present invention can be applied as long as it includes vibration suppressing means for suppressing vertical vibration of the wheel. The power generation means is not limited to an electric motor, but may be an internal combustion engine, or a so-called hybrid power generation means combining an internal combustion engine and an electric motor may be used. In the present invention, the number of wheels provided in the vehicle is not limited to four, and the present invention can also be applied when suppressing unsprung vibration on a single wheel.

  The present invention can be suitably applied when executing control for improving the turning performance of the vehicle or stabilizing the posture of the vehicle by making the driving force different between the wheels. This control is called driving force distribution control. In addition, controlling the driving force of the wheel includes controlling the driving force of the wheel by controlling the braking force applied to the wheel in addition to controlling the driving force applied to the wheel.

(Embodiment 1)
FIG. 1 is a schematic diagram illustrating a configuration of a vehicle including a traveling device according to the first embodiment. In the first embodiment, the wheel driving force and the yaw moment determined based on the dynamic load of the wheel, the required driving force, and the required yaw moment can be generated by the driving force that can be generated by the wheel and the wheel. When the range of the yaw moment is exceeded, the wheel is driven with the driving force that can be generated by the wheel and the driving force within the range of the yaw moment that can be generated by the wheel.

  A vehicle 1 shown in FIG. 1 includes a traveling device 100 that uses only an electric motor as power generation means. The travel device 100 includes a left front motor 10L, a right front motor 10R, a left rear motor 11L, and a right rear motor 11R as power generation means. The left front motor 10L drives the left front wheel 2L, the right front motor 10R drives the right front wheel 2R, the left rear motor 11L drives the left rear wheel 3L, and the right rear motor 11R drives the right rear wheel 3R. Thus, this traveling device 100 is an all-wheel drive type in which all wheels are drive wheels. Further, the left front motor 10L, the right front motor 10R, the left rear motor 11L, and the right rear motor 11R are so-called in-wheel types that are disposed in the wheels of the left front wheel 2L, the right front wheel 2R, the left rear wheel 3L, and the right rear wheel 3R. It becomes the composition of. In addition, when using an electric motor for a motive power generation means, arrangement | positioning of an electric motor is not limited to an in-wheel type.

  In the following description, when the four motors are not distinguished from each other, they are simply referred to as the motor M, and when the four wheels are not distinguished from each other, they are simply referred to as the wheels W. Also, when focusing on the front and rear of the vehicle 1 among the four wheels, they are referred to as the front wheel 2 and the rear wheel 3. When focusing on the front and rear of the vehicle 1 among the four motors, they are referred to as the front motor 10 and the rear motor 11 (hereinafter referred to as the front motor 2). The same). Here, the left-right distinction is based on the direction in which the vehicle 1 (or the traveling device 100) moves forward (the direction of the arrow X in FIG. 1). That is, “left” means the left side in the direction in which the vehicle 1 (or travel device 100) moves forward, and “right” means the right side in the direction in which the vehicle 1 (or travel device 100) moves forward. Say.

  In this embodiment, the electric motor M and the wheel W are directly connected. That is, the rotor of the electric motor M is connected to the wheels W via the output shaft of the electric motor M. In the present embodiment, the left front motor 10L, the right front motor 10R, the left rear motor 11L, and the right rear motor 11R are independently controlled by an ECU (Engine Control Unit) 50, respectively. As a result, the driving forces of the left front wheel 2L, the right front wheel 2R, the left rear wheel 3L, and the right rear wheel 3R are independently controlled. Further, the distribution ratio among the driving force of the left front wheel 2L, the driving force of the right front wheel 2R, the driving force of the left rear wheel 3L, and the driving force of the right rear wheel 3R is changed by the ECU 50 as necessary. As a result, it is possible to provide a difference between the inner and outer ring rotational speeds and perform traction control during turning.

  A speed reduction mechanism may be provided between the electric motor M and the wheels W, and the rotational speed of the electric motor M may be reduced and transmitted to the left and right wheels W. In general, when the electric motor is downsized, the torque decreases, but the torque of the electric motor can be increased by providing a speed reduction mechanism. As a result, the electric motor M mounted on the traveling device 100 can be reduced in size.

  The left front motor 10L, the right front motor 10R, the left rear motor 11L, and the right rear motor 11R include a left front motor resolver 40L, a right front motor resolver 40R, a left rear motor resolver 41L, and a right rear motor resolver 41R. The rotation speed is detected. The outputs of the resolver 40L for the left front motor, the resolver 40R for the right front motor, the resolver 41L for the left rear motor, and the resolver 41R for the right rear motor are taken into the ECU 8 for the motor, and the left front motor 10L, the right front motor 10R, the left rear motor 11L, Used for controlling the right rear motor 11R. Here, when the four wheels are not distinguished, they are simply referred to as resolver Q.

  The left front motor 10L, the right front motor 10R, the left rear motor 11L, and the right rear motor 11R are connected to the motor control circuit 6. A vehicle-mounted power source 7 such as a nickel-hydrogen battery or a lead-acid battery mounted on the vehicle 1 shown in FIG. 1 is connected to the motor control circuit 6. Electric power for driving the electric motor 10R, the left rear motor 11L, and the right rear motor 11R is supplied. The electric motor control circuit 6 includes three inverter circuits for generating three-phase currents of W, V, and U. The inverter circuit is controlled by the motor ECU 8 based on a control signal from the ECU 50. Here, the ECU 50 and the motor ECU 8 are connected via a communication line 9, and the ECU 50 transmits a control signal to the motor ECU 8 via the communication line 9. As a result, the left front motor 10L, the right front motor 10R, the left rear motor 11L, and the right rear motor 11R are driven and controlled.

  In the present embodiment, the outputs of the left front motor 10L, the right front motor 10R, the left rear motor 11L, and the right rear motor 11R are controlled by the opening of the accelerator 5 detected by the accelerator opening sensor 42. As a result, the traveling device 100 total driving forces F_all are controlled. In the present embodiment, one electric motor is controlled by a set of inverter circuits. The traveling device 100 includes four electric motors, that is, the traveling device 100 includes a left front motor 10L, a right front motor 10R, a left rear motor 11L, and a right rear motor 11R. In order to control these, the motor control circuit 6 includes Four sets of inverter circuits are provided.

  When the left front motor 10L, the right front motor 10R, the left rear motor 11L, and the right rear motor 11R are used as power generation means of the traveling device 100, the electric power of the in-vehicle power supply 7 is supplied via the motor control circuit 6. Further, for example, when the vehicle 1 is decelerated, the left front motor 10L, the right front motor 10R, the left rear motor 11L, and the right rear motor 11R function as generators to perform regenerative power generation, brake the vehicle 1, and brake the vehicle 1. The recovered energy is stored in the in-vehicle power source 7. This is realized by the ECU 50 controlling the motor control circuit 6 based on a signal such as a brake signal or an accelerator off.

  The left front wheel 2L, the right front wheel 2R, the left rear wheel 3L, and the right rear wheel 3R are each provided with a left front braking device 12L, a right front braking device 12R, a left rear braking device 13L, and a right rear braking device 13R for braking each of them. . Here, when the left front braking device 12L, the right front braking device 12R, the left rear braking device 13L, and the right rear braking device 13R are not distinguished, they are simply referred to as the braking device B. The braking device B generates a braking force on each wheel W using a frictional force. Each braking device B is connected to the braking force control device 14 via a braking force transmission medium pipe 17 filled with a brake fluid that is a braking force transmission medium, and is based on the braking pressure generated by the braking force control device 14. Thus, the braking force of each braking device B is adjusted.

  The braking force control device 14 includes a braking pressure generating device (oil pump) 14p, a braking pressure adjusting device (valve device) 14v, and a braking pressure distribution device 14d. During normal braking, the braking pressure generated by the master cylinder 16 driven in accordance with the depression force of the brake pedal 15 by the driver is distributed to each braking device B by the braking pressure distribution device 14d, and each wheel W To generate braking force. In this case, the braking pressure distributed to each braking device B is adjusted according to the pressure generated by the master cylinder 16, that is, the depression force of the brake pedal 15 by the driver, and the braking force generated by each wheel W is adjusted. Be controlled.

  Further, the ECU 50 controls the braking pressure generation device 14p, the braking pressure adjustment device 14v, and the braking pressure distribution device 14d, so that the wheel W is generated regardless of the depression force of the brake pedal 15 by the driver. Power can also be controlled. In this way, by individually controlling the braking force of each driving wheel, it is possible to suppress the locking of each wheel W during braking, or to brake the wheel W in which idling occurs while the vehicle 1 is traveling. The side slip of the vehicle 1 can be suppressed.

  The ECU 50 controls the driving force of each electric motor M, or controls the braking force of each electric motor M by controlling the amount of electric power collected by each electric motor M. Thus, the ECU 50 can control the driving force of the electric motor M. Further, as will be described later, the ECU 50 is provided with a drive control device 30, and the drive control device 30 executes drive control according to the present embodiment. In the present embodiment, the drive control device 30 is realized as a function of the ECU 50.

  A resolver Q, an accelerator opening sensor 42, a vehicle speed sensor 43, a yaw sensor 44, a steering angle sensor 45, and the like are connected to the communication line 9 provided in the vehicle 1. Then, the ECU 50 acquires information necessary for controlling the traveling device 100 from these sensors via the communication line 9. Next, the configuration of the drive control device 30 that executes the drive control according to the present embodiment and the motor ECU 8 will be described.

  FIG. 2 is an explanatory diagram illustrating a configuration example of the drive control apparatus according to the first embodiment. As shown in FIG. 2, the drive control device 30 is configured to be incorporated in the ECU 50. The ECU 50 includes a CPU (Central Processing Unit) 50p, a storage unit 50m, and input and output ports 55 and 56.

  In addition, separately from ECU50, the drive control apparatus 30 which concerns on this embodiment may be prepared, and this may be connected to ECU50. And in implement | achieving the drive control which concerns on this embodiment, you may comprise so that the drive control apparatus 30 can utilize the control function with respect to the traveling apparatus 100 with which ECU50 is provided.

  The drive control device 30 includes a request value calculation unit 31, a driving force calculation unit 32, a dynamic load reference driving force calculation unit 33, a control condition determination unit 34, and a driving force setting unit 35. These are the parts that execute the drive control according to the present embodiment. In the present embodiment, the drive control device 30 is configured as a part of the CPU 50p configuring the ECU 50. The CPU 50p is provided with an electric motor control unit 50pe. The electric motor control unit 50pe controls the output of the electric motor M and the regeneration of electric power when the vehicle 1 travels, and also performs the drive control process executed by the drive control device 30. Based on the result, the output (torque) of the electric motor M is controlled. Further, the CPU 50p is provided with a general control unit 50pc, and executes calculations necessary for the control of the traveling device 100 (for example, control of the braking device B, control of the electric motor M, etc.).

The CPU 50p and the storage unit 50m are connected via an input port 55 and an output port 56 via buses 54 _{1 to} 54 ₃ . Thereby, the required value calculation unit 31, the driving force calculation unit 32, the dynamic load reference driving force calculation unit 33, the control condition determination unit 34, and the driving force setting unit 35 included in the drive control device 30 are mutually connected. It is configured to exchange control data with each other and to issue commands to one side. In addition, the drive control device 30 can acquire operation control data of the traveling device 100 included in the ECU 50 and use it. Moreover, the drive control apparatus 30 can interrupt the drive control which concerns on this embodiment in the drive control routine with which ECU50 is equipped beforehand.

  The input port 55 is connected to the communication line 9. The communication line 9 is connected to an accelerator opening sensor 42, a vehicle speed sensor 43, a yaw sensor 44, a steering angle sensor 45, and other sensors that acquire information necessary for operation control of the traveling device 100. For example, the vehicle speed sensor 43 obtains the traveling speed (vehicle speed) V of the vehicle 1 from the average rotational speed of the four wheels W included in the vehicle 1 or obtains the vehicle speed V from the lowest rotational speed of the four wheels. It is something to do. The CPU 50 p acquires signals output from these sensors via the communication line 9. Further, the CPU 50p detects the motor rotation speed detected by the resolver Q (the left front motor resolver 40L, the right front motor resolver 40R, the left rear motor resolver 41L, the right rear motor resolver 41R) via the CPU 8p and the communication line 9. get. Thereby, CPU50p can acquire the information required for the drive control of the traveling apparatus 100, and the drive control which concerns on this embodiment.

  The output port 56 is connected to the communication line 9. A drive control command for the electric motor M (the left front motor 10L, the right front motor 10R, the left rear motor 11L, and the right rear motor 11R) calculated by the CPU 50p is transmitted to the motor ECU 8 via the communication line 9. Accordingly, the CPU 50p can control the electric motor M via the electric motor ECU 8.

  The storage unit 50m stores a computer program including control processing procedures according to the present embodiment, control data, and the like. Here, the storage unit 50m can be configured by a volatile memory such as a RAM (Random Access Memory), a nonvolatile memory such as a flash memory, or a combination thereof.

  The computer program may be capable of realizing the drive control processing procedure according to the present embodiment in combination with a computer program already recorded in the CPU 50p. In addition, the drive control device 30 uses dedicated hardware instead of the computer program, and a required value calculation unit 31, a driving force calculation unit 32, a dynamic load reference driving force calculation unit 33, a control condition determination unit 34, The function of the driving force setting unit 35 may be realized.

  The motor ECU 8 connected to the communication line 9 includes an input port 8i, a CPU 8p, and a pre-driver 8d. The input port 8i is connected to the communication line 9, and the CPU 8p acquires a drive control signal command for the motor M transmitted from the ECU 50 via the communication line 9 and the input port 8i. CPU8p calculates the value of the electric current supplied to the electric motor M based on the acquired drive control command, ie, current command value. Then, the CPU 8p outputs the calculated current command value to the predriver 8d, and drives and controls the motor M via the predriver 8d and the motor control circuit 6 connected to the predriver 8d.

  Further, the CPU 8p detects the motor rotation speed detected by the resolver Q (the front left motor resolver 40L, the right front motor resolver 40R, the left rear motor resolver 41L, the right rear motor resolver 41R) connected to the input port 8i. The drive current value of the electric motor M detected by the drive current detection circuit 46 connected to the port 8i is acquired. Then, the CPU 8p performs feedback control of the electric motor M so that the electric motor M is driven according to the drive control command of the electric motor M transmitted from the ECU 50 based on the acquired electric motor rotation speed and driving current value.

  The pre-driver 8d provided in the motor ECU 8 is for converting the current command value calculated by the CPU 8p into the duty command values W, V, U, Wb, Vb, Ub subjected to pulse width modulation. Here, the duty command values W, V, and U represent normal-phase three-phase signals, and the duty command values Wb, Vb, and Ub represent reverse-phase three-phase signals. The duty command values W, V, U, Wb, Vb, and Ub output from the pre-driver 8d are sent to an inverter circuit included in the motor control circuit 6, and the left front motor 10L, the right front motor 10R, the left rear motor 11L, and the right rear The drive of the electric motor 11R is controlled. Next, drive control according to the present embodiment will be described. In the following description, please refer to FIGS. 1 and 2 as appropriate.

  FIG. 3 is a flowchart illustrating a processing procedure of drive control according to the first embodiment. FIG. 4 is a conceptual diagram showing driving force and braking force between the wheel and the road surface. FIG. 5A is a conceptual diagram illustrating a change over time in driving force or braking force when a wheel slips. 5-2 is explanatory drawing which shows the relationship between a driving force or a braking force, and the slip ratio between a wheel and a road surface. FIG. 6 is a conceptual diagram for explaining the driving force, braking force, and yaw moment of the wheels included in the traveling device according to the first embodiment. In executing the drive control according to the present embodiment, in step S101, the drive force calculation unit 32 included in the drive control device 30 determines the maximum drive force of the left front wheel 2L, the right front wheel 2R, the left rear wheel 3L, and the right rear wheel 3R. Ask for. Next, this method will be described.

(Method for obtaining maximum driving force)
In order to obtain the maximum driving force of each wheel W, information on the maximum driving force and maximum braking force that can be generated between the wheel W and the road surface GL shown in FIG. Information on the driving force is also necessary. For this reason, in this embodiment, in order to obtain the maximum driving force of each wheel W, the peak value of the driving force between the wheel and the road surface (driving force peak value) ftp, the peak value of the braking force between the wheel and the road surface (braking force) Peak value) fbp and the maximum torque that can be generated by the motor (motor torque peak value) tmp are used.

  The driving force peak value of the left front wheel 2L is ftp_fl, the driving force peak value of the right front wheel 2R is ftp_fr, the driving force peak value of the left rear wheel 3L is ftp_rl, the driving force peak value of the right rear wheel 3R is ftp_rr, and the left front wheel 2L The braking force peak value of the right rear wheel 2R is fbp_fr, the braking force peak value of the left rear wheel 3L is fbp_rl, and the braking force peak value of the right rear wheel 3R is fbp_rr. When the left front wheel 2L, the right rear wheel 3R, etc. are not distinguished, the driving force peak value is represented by ftp, and the braking force peak value is represented by fbp.

  While the vehicle 1 is traveling, for example, when the torque (motor drive torque) tm of the electric motor M that drives the wheel W increases (upper stage in FIG. 5A), the wheel W starts to slip on the road surface GL (FIG. 5A). (Part indicated by (1) in the middle row). Further, when the braking force (the regenerative torque of the electric motor M and the braking force of the braking device B) fb increases (the upper stage of FIG. 5A), the wheel W starts to slip on the road surface GL (FIG. 5). (The portion indicated by (1) in the middle row of 1). When the wheel W starts to slip, the difference between the peripheral speed (drive wheel speed) Vw of the wheel W and the traveling speed (vehicle speed V) of the vehicle 1 increases, and as a result, the slip ratio slip increases and the wheel W is driven. The force or braking force also increases.

When the slip ratio slip further increases, the driving force ft or braking force fb of the wheel W takes a peak value (time t = t ₁ in FIG. 5A), and thereafter the driving force of the wheel W increases with the increase of the slip ratio slip. The ft or the braking force fb decreases. The relationship between the driving force ft or braking force fb of the wheel W and the slip rate slip is as shown in FIG. That is, as shown in FIG. 5B, the driving force ft or the braking force fb of the wheel W increases as the slip rate slip increases, and the driving force peak value ftp or the braking force when the slip rate slip becomes slip_max. The peak value is fbp.

When the driving force peak value ftp or the braking force peak value fbp is exceeded (after t = t _{1 in} FIG. 5A), the wheel speed Vw increases rapidly in a short time, and the slip ratio slip also increases rapidly. (Refer to the lower part of FIG. 5-1 and FIG. 5-2). In this case, by controlling the driving force ft or the braking force fb of the wheel W, the slip of the wheel W gradually starts to recover to the grip state (the portion indicated by (3) in the middle stage of FIG. 5A). The part indicated by (4) in the middle part of FIG. 5-1 is in the middle of the recovery of the slip of the wheel W to the grip state, and the slip rate slip approaches the slip rate during grip traveling.

  Here, the driving force ft of the wheel W can be obtained from equation (1), the braking force fb of the wheel W can be obtained from equation (2), and the slip ratio slip can be obtained from equation (3). The wheel speed Vw is Vw = R × ω, where ω is the rotational angular speed of the wheel W and R is the dynamic load radius of the wheel W (the distance from the rotation axis Zr of the wheel W to the outer periphery) (see FIG. 4). . Tm is the torque of the motor M that drives the wheel W, tb is the braking torque that brakes the wheel W (including the braking torque due to power regeneration of the motor M), Iv is the inertia of the drive system that includes the inertia of the wheel W, GR is the reduction ratio of the drive system, and a is the acceleration of the wheel W (wheel acceleration). The wheel acceleration a is the rotational angular acceleration of the wheel W. For example, in the vehicle 1 according to the present embodiment, the inertia Iv of the drive system is the inertia of all structures related to power transmission existing between the rotor of the electric motor M and the wheels W. The reduction ratio GR of the drive system is a reduction ratio between the rotor provided in the electric motor M that is a power generation source and the wheels W, and is in-wheel type like the traveling device 100 provided in the vehicle 1 according to the present embodiment. In the case of direct connection, the reduction ratio GR = 1.

  For example, the driving force peak value ftp obtains the driving force ft from the equation (1), and the current driving force ft (m) is a driving force (previous driving force) ft (m) sampled one time before the current time. -1), the previous driving force ft (m-1) can be obtained (m is an integer of 1 or more). The braking force peak value fbp is obtained by, for example, obtaining the braking force fb from the equation (2), and the current braking force fb (m) is sampled once before the current time (previous braking force) fb (m -1), the previous braking force fb (m-1) can be obtained. Since the normal driving force peak value ftp and the braking force peak value fbp are equal, the braking force peak value fbp may be the driving force peak value ftp, or the braking force peak value fbp and the driving force peak value ftp. May be obtained separately. The driving force peak value ftp and the braking force peak value fbp are appropriately updated according to the situation between the wheel W and the road surface GL.

  In addition, the motor torque peak value of the left front motor 10L is tmp_fl, the motor torque peak value of the right front motor 10R is tmp_fr, the motor torque peak value of the left rear motor 11L is tmp_rl, and the motor torque peak value of the right rear motor 11R is tmp_rr. The electric motor torque peak value tmp is obtained based on the output of the electric motor M, the temperature of the electric motor M, and the like. For example, when the temperature of the motor M rises, the durability of the motor M may be reduced due to overheating. Therefore, when the temperature of the motor M exceeds a certain value, the output that can be generated by the motor M is limited. The motor torque peak value tmp is also limited.

  Here, since the unit of the motor torque peak value tmp is N · m and the unit of the driving force peak value ftp and the braking force peak value fbp is N, the motor torque peak value tmp is set to the wheel W in order to make these units uniform. It is necessary to convert to the driving force. When the electric motor torque peak value tmp is converted into the driving force of the wheel W, the reduction ratio GR between the electric motor and the wheel and the dynamic load radius R of the wheel W shown in FIG. 4 are used. And it converts by numerical formula tmpxGR / R. Here, the converted motor torque peak value tmp is referred to as a motor driving force peak value fmp, and fmp = tmp × GR / R. Then, the motor driving force peak value of the left front motor 10L is fmp_fl, the motor driving force peak value of the right front motor 10R is fmp_fr, the motor driving force peak value of the left rear motor 11L is fmp_rl, and the motor driving force peak value of the right rear motor 11R is Let fmp_rr.

  Here, fmp_fl = tmp_fl × GR_fl / R_fl, fmp_fr = tmp_fr × GR_fr / R_fr, fmp_rl = tmp_rl × GR_rl / R_rl, fmp_rr = tmp_rr × GR_rr / R_rr. GR_fl, GR_fr, GR_rl, GR_rr are a reduction ratio between the left front motor 10L and the left front wheel 2L, a reduction ratio between the right front motor 10R and the right front wheel 2R, a reduction ratio between the left rear motor 11L and the left rear wheel 3L, and the right rear, respectively. This is the reduction ratio between the electric motor 11R and the right rear wheel 3R. R_fl, R_fr, R_rl, and R_rr are the dynamic load radius of the left front wheel 2L, the dynamic load radius of the right front wheel 2R, the dynamic load radius of the left rear wheel 3L, and the dynamic load radius of the right rear wheel 3R, respectively.

  The driving force peak value ftp, the braking force peak value fbp, and the electric motor driving force peak value fmp described above are information necessary for obtaining the maximum driving force Fmax that can be generated by the wheel W. Considering the friction circle of the wheel W, since the longitudinal force that can be generated by the wheel W is equal, the driving force that can be generated by the wheel W and the braking force have the same maximum value. That is, the maximum driving force Fmax that can be generated by the wheel W is the maximum braking force Fbmax that can be generated by the wheel W, and the maximum driving force that can be generated by the wheel W is a concept that includes both the maximum driving force and the maximum braking force. It is.

  In the present embodiment, the maximum driving force Fmax of the wheel W includes the absolute value | ftp | of the driving force peak value ftp, the absolute value | fbp | of the braking force peak value fbp, and the absolute value | fmp | of the motor driving force peak value fmp. Of these, the minimum value is used. That is, Fmax = MIN (| ftp |, | fbp |, | fmp |). In this way, the maximum driving force Fmax that can be generated by the wheel W can be obtained with high accuracy. Note that the absolute value | ftp | of the driving force peak value ftp is equal to the absolute value | fbp | of the braking force peak value fbp.

  For example, when the absolute value | ftp | of the driving force peak value ftp is the smallest, the maximum driving force Fmax of the wheel W is the absolute value | ftp | of the driving force peak value ftp |. In this case, the absolute value | fmp | of the electric motor driving force peak value fmp is larger than the absolute value | ftp | of the driving force peak value ftp. However, as shown in FIG. Alternatively, since a driving force larger than the braking force peak value fbp) cannot be generated, the maximum driving force Fmax of the wheel W is equal to | ftp |. When the absolute value | fmp | of the electric motor driving force peak value fmp is the smallest, the maximum driving force Fmax of the wheel W becomes the absolute value | fmp | of the electric motor driving force peak value fmp. In this case, since the absolute value | ftp | of the driving force peak value ftp is larger than the absolute value | fmp | of the electric motor driving force peak value fmp, even if the electric motor driving force peak value fmp is given to the wheel W, the wheel W Can generate the electric motor driving force peak value fmp as the driving force.

The maximum driving force Fmax of the wheel W is obtained for each wheel of the traveling device 100 provided in the vehicle 1. That is, the maximum driving force of the left front wheel 2L (left front wheel maximum driving force) Fmax_fl, the maximum driving force of the right front wheel 2R (right front wheel maximum driving force) Fmax_fr, and the maximum driving force of the left rear wheel 3L (left rear wheel maximum driving force) Fmax_rl and the maximum driving force (right rear wheel maximum driving force) Fmax_rr of the right rear wheel 3R are respectively determined as follows. Here, MIN (| aa |, | bb |, | cc |) means that the minimum one of | aa |, | bb |, | cc | is selected.
Fmax_fl = MIN (| ftp_fl |, | fbp_fl |, | fmp_fl |)
Fmax_fr = MIN (| ftp_fr |, | fbp_fr |, | fmp_fr |)
Fmax_rl = MIN (| ftp_rl |, | fbp_rl |, | fmp_rl |)
Fmax_rr = MIN (| ftp_rr |, | fbp_rr |, | fmp_rr |)

  When the maximum driving force of the left front wheel 2L, the right front wheel 2R, the left rear wheel 3L, and the right rear wheel 3R is obtained by the above method, the process proceeds to step S102. In step S102, the driving force calculation unit 32 obtains the maximum driving force and maximum yaw moment that can be generated on the front wheel 2 of the vehicle 1, and the maximum driving force and maximum yaw moment that can be generated on the rear wheel 3 of the vehicle 1. Next, this method will be described.

(Method to find the maximum driving force and maximum yaw moment that can be generated on the front and rear wheels)
The maximum value of the driving force that can be generated by the front wheel 2 of the vehicle 1 (front wheel maximum driving force) is Fmax_f, and the maximum value of the driving force that can be generated by the rear wheel 3 of the vehicle 1 (rear wheel maximum driving force) is Fmax_r. Further, the maximum yaw moment that can be generated by the front wheel 2 of the vehicle 1 (front wheel maximum yaw moment) is Mmax_f, and the maximum yaw moment that can be generated by the rear wheel 3 of the vehicle 1 (maximum rear wheel yaw moment) is Mmax_r. To do. Here, as shown in FIG. 6, in the present embodiment, the yaw moment M when the vehicle 1 turns left is positive, and the yaw moment M when the vehicle 1 turns right is negative. The front wheel maximum driving force Fmax_f, the rear wheel maximum driving force Fmax_r, the front wheel maximum yaw moment Mmax_f, and the rear wheel maximum yaw moment Mmax_r can be obtained by Expressions (4) to (7). Here, Df is the tread of the front wheel 2, and Dr is the tread of the rear wheel 3 (see FIG. 6).

  As shown in FIG. 6, the left front wheel maximum driving force Fmax_fl and the left front wheel maximum braking force Fbmax_fl (that is, the left front wheel minimum driving force Fmin_fl) are equal. Similarly, the right front wheel maximum driving force Fmax_fr and the right front wheel maximum braking force Fbmax_fr (that is, the right front wheel minimum driving force Fmin_fr) are equal. The left rear wheel maximum driving force Fmax_rl is equal to the left rear wheel maximum braking force Fbmax_rl (that is, the left rear wheel minimum driving force Fmin_rl). Further, the right rear wheel maximum driving force Fmax_rr and the right rear wheel maximum braking force Fbmax_rr (that is, the right rear wheel minimum driving force Fmin_rr) are equal.

  Therefore, the minimum driving force (front wheel minimum driving force) Fmin_f (= Fmin_fl + Fmin_fr) of the front wheel 2 and the minimum driving force (rear wheel minimum driving force) Fmin_r (= Fmin_rl + Fmin_rr) of the rear wheel 3 are expressed by the equations (8) and (9). become that way. Further, the minimum yaw moment of the front wheel 2 (front wheel minimum yaw moment) Mmin_f {= (Fmin_fr−Fmin_fl) × Df / 2}, the minimum yaw moment of the rear wheel 3 (rear wheel minimum yaw moment) Mmin_r {= (Fmin_rr−Fmin_rl) XDr / 2} is as shown in Expression (10) and Expression (11). The front wheel minimum driving force Fmin_f is the maximum braking force of the front wheel 2 (front wheel maximum braking force), and the rear wheel minimum driving force Fmin_r is the maximum braking force of the rear wheel 3 (rear wheel maximum braking force).

  Here, the front wheel maximum yaw moment Mmax_f is the maximum yaw moment that can be generated by the front wheel 2 when the vehicle 1 turns left, and the rear wheel maximum yaw moment Mmax_r is caused by the rear wheel 3 when the vehicle 1 turns left. The maximum yaw moment that can be generated. The front wheel minimum yaw moment Mmin_f is the maximum yaw moment that can be generated by the front wheel 2 when the vehicle 1 turns right, and the rear wheel minimum yaw moment Mmin_r is the rear wheel 3 when the vehicle 1 turns right. Is the maximum yaw moment that can be generated.

  In the present embodiment, the relationship between the yaw moment when the traveling device 100 included in the vehicle 1 generates a driving force and the driving force when the traveling device included in the vehicle 1 generates a yaw moment is also considered. Therefore, the yaw moment when the wheel W generates the maximum or minimum driving force, and the driving force of the wheel W when the maximum or minimum yaw moment is generated are obtained. Expressions (12) to (15) show the yaw moment when the wheel W generates the maximum or minimum driving force. Equations (16) to (19) show the driving force of the wheel W when the maximum or minimum yaw moment is generated.

  Here, M_atfmax is the yaw moment of the front wheel 2 when the front wheel maximum driving force (Fmax_f) is generated, M_atrmax is the yaw moment of the rear wheel 3 when the rear wheel maximum driving force (Fmax_r) is generated, and M_atfmin is the front wheel minimum driving force. The yaw moment of the front wheel 2 when (Fmin_f) is generated, and M_atrmin is the yaw moment of the rear wheel 3 when the minimum rear wheel driving force (Fmin_r) is generated.

  F_atfmax is the driving force of the front wheel 2 when the front wheel maximum yaw moment (Mmax_f) is generated, F_atrmax is the driving force of the rear wheel 3 when the rear wheel maximum yaw moment (Mmax_r) is generated, and F_atfmin is the front wheel minimum yaw moment ( Mmin_f) is the driving force of the front wheel 2 at the time of occurrence, and F_atrmin is the driving force of the rear wheel 3 at the time of occurrence of the rear wheel minimum yaw moment (Mmin_r).

  In step S102, when the maximum driving force and the maximum yaw moment that can be generated in the front wheels and the rear wheels are obtained, the process proceeds to step S103. In step S103, the driving force calculation unit 32 displays a frame indicating the range of driving force and yaw moment that can be generated by the traveling device 100 mounted on the vehicle 1, with the driving force on the horizontal axis (x axis) and the yaw moment on the vertical axis. Created on Cartesian coordinates (y-axis). This frame is called an adjustment frame. Next, the adjustment frame will be described.

(Adjustment frame)
7A and 7B are conceptual diagrams illustrating an example of an adjustment frame according to the first embodiment. FIGS. 7A and 7B show the adjustment frame for the front wheel 2, but in the drive control according to the present embodiment, the adjustment frame is generated for the rear wheel 3 in the same manner as the front wheel 2, and the drive control is performed. Execute. The adjustment frame 60 is created using the front wheel maximum driving force Fmax_f obtained in step S102. The adjustment frame 60 shown in FIG. 7A shows a case where the left front wheel maximum driving force Fmax_fl and the right front wheel maximum driving force Fmax_fr are equal. In this case, the adjustment frame 60 is a rhomboid quadrilateral determined by the front wheel maximum driving force Fmax_f, the front wheel minimum driving force (that is, the front wheel maximum braking force) Fmin_f, the front wheel maximum yaw moment Mmax_f, and the front wheel minimum yaw moment Mmin_f. Therefore, the range of the driving force and the yaw moment that can be generated by the front wheels 2 of the traveling device 100 mounted on the vehicle 1 is within the rhombus quadrilateral (including on the side).

  In the adjustment frame 60 shown in FIG. 7A, when the driving force (front wheel driving force) F_f of the front wheels 2 is 0, the yaw moment (front wheel yaw moment) M_f generated by the front wheels 2 is the front wheel maximum yaw moment Mmax_f and the front wheel minimum. The yaw moment Mmin_f is taken. When the front wheel yaw moment M_f is 0, the front wheel driving force F_f is a front wheel maximum driving force Fmax_f and a front wheel minimum driving force Fmin_f.

  The adjustment frame 60 shown in FIG. 7-2 illustrates a case where the left front wheel maximum driving force Fmax_fl and the right front wheel maximum driving force Fmax_fr are different due to a difference in road surface conditions. A solid line indicates a case where the left front wheel maximum driving force Fmax_fl is smaller than the right front wheel maximum driving force Fmax_fr, and a broken line indicates a case where the right front wheel maximum driving force Fmax_fr is smaller than the left front wheel maximum driving force Fmax_fl. When the left front wheel maximum driving force Fmax_fl is smaller than the right front wheel maximum driving force Fmax_fr, for example, the right front wheel 2R shown in FIG. 1 is running on a paved road surface, but the left front wheel 2L shown in FIG. This is a case where slipping occurs on the road surface.

  When the left front wheel maximum driving force Fmax_fl and the right front wheel maximum driving force Fmax_fr are different, the adjustment frame 60 is a parallelogram as shown in FIG. When the left front wheel maximum driving force Fmax_fl is smaller than the right front wheel maximum driving force Fmax_fr, when the front wheel 2 generates the front wheel maximum driving force Fmax_f, it is intended to turn the vehicle 1 to the left, that is, the positive front wheel yaw moment M_f. Yaw moment is generated. In addition, when the front wheel 2 generates the front wheel minimum driving force (that is, the front wheel maximum braking force) Fmin_f, a negative front wheel yaw moment M_f, that is, a yaw moment for turning the vehicle 1 to the right is generated. As described above, when the left front wheel maximum driving force Fmax_fl and the right front wheel maximum driving force Fmax_fr are different, the left front wheel maximum driving force Fmax_fl and the right front wheel maximum driving force Fmax_fr are equal to each other. The ranges of driving force and yaw moment that can be generated by 100 front wheels 2 are different.

  Next, a method for creating the adjustment frame 60 shown in FIG. In creating the adjustment frame 60, the following preconditions are set. First, the left front wheel 2L and the left rear wheel 3L generate driving force only at the same ratio with respect to the left front wheel maximum driving force Fmax_fl and the left rear wheel maximum driving force Fmax_rl. Similarly, the right front wheel 2R and the right rear wheel 3R generate driving force only at the same ratio with respect to the right front wheel maximum driving force Fmax_fr and the right rear wheel maximum driving force Fmax_rr. If the driving force generation ratio of the left front wheel 2L and the left rear wheel 3L is al, and the driving force generation ratio of the right front wheel 2R and the right rear wheel 3R is ar, the left front wheel driving force F_fl, the right front wheel driving force F_fr, and the left rear wheel driving The force F_rl and the right rear wheel driving force F_rr are defined by Expression (20) to Expression (23). Note that −1 ≦ al ≦ 1 and −1 ≦ ar ≦ 1.

  At the four apexes P1, P2, P3, and P4 of the adjustment frame 60 shown in FIG. 7-2, the front wheel maximum driving force Fmax_f, the front wheel minimum driving force Fmin_f, the front wheel maximum yaw moment Mmax_f, and the front wheel minimum yaw moment Mmin_f are obtained. When the left front wheel driving force F_fl and the right front wheel driving force F_fr are changed between the four apexes P1, P2, P3, and P4 based on the equations (20) to (23), as shown in FIG. The four vertices P1, P2, P3, and P4 are connected by straight lines A1, A2, B1, and B2. The straight line A1 and the straight line A2 are parallel, and the straight line B1 and the straight line B2 are parallel. The straight line A1 and the straight line A2 intersect with the straight line B1 and the straight line B2. Thus, the straight lines A1, A2, B1, and B2 are the four sides of the adjustment frame 60 having a parallelogram shape. As a result, an adjustment frame 60 shown in FIG.

On the straight lines A1, A2, B1, and B2, the left front wheel driving force F_fl and the right front wheel driving force F_fr change as follows.
(1) On the straight line A1, the left front wheel driving force F_fl becomes the left front wheel maximum driving force Fmax_fl. That is, al = 1. Further, the right front wheel driving force F_fr changes from the minimum driving force (right front wheel minimum driving force) Fmin_fr to the right front wheel maximum driving force Fmax_fr. That is, ar changes from −1 to 1.
(2) On the straight line A2, the left front wheel driving force F_fl becomes the minimum driving force (left front wheel minimum driving force) Fmin_fl. That is, al = −1. Further, the right front wheel driving force F_fr changes from the minimum driving force (right front wheel minimum driving force) Fmin_fr to the right front wheel maximum driving force Fmax_fr. That is, ar changes from −1 to 1.
(3) On the straight line B1, the left front wheel driving force F_fl changes from the left front wheel minimum driving force Fmin_fl to the left front wheel maximum driving force Fmax_fl. That is, al changes from −1 to 1. Further, the right front wheel driving force F_fr is the right front wheel maximum driving force Fmax_fr. That is, ar = 1.
(4) On the straight line B2, the left front wheel driving force F_fl changes from the left front wheel minimum driving force Fmin_fl to the left front wheel maximum driving force Fmax_fl. That is, al changes from −1 to 1. Further, the right front wheel driving force F_fr becomes the right front wheel minimum driving force Fmin_fr. That is, ar = −1.

  When the adjustment frame 60 created by the above procedure moves in a direction parallel to the straight lines A1, A2, B1, and B2, the driving force of either the left front wheel 2L or the right front wheel 2R changes. The range of driving force and yaw moment that can be generated by the front wheels 2 of the traveling device 100 mounted on the vehicle 1 can be expressed by the adjustment frame 60 created by the above procedure. In the above description, the adjustment frame 60 for the front wheel 2 is created. However, the adjustment frame is created for the rear wheel 3 in the same manner, and the drive control according to the present embodiment is executed.

  When the front wheel required driving force Fd_f and the front wheel yaw moment Md_f are outside the adjustment frame 60, the front wheels 2 of the traveling device 100 mounted on the vehicle 1 cannot generate the front wheel required driving force Fd_f and the front wheel yaw moment Md_f. Therefore, the front wheel required driving force Fd_f and the front wheel yaw moment Md_f are adjusted so as to be on the adjustment frame 60. Next, an example of this adjustment method will be described.

  When the adjustment frame 60 is created by the above method, the process proceeds to step S104. In step S104, the driving force calculation unit 32 obtains driving forces of the left front wheel 2L, the right front wheel 2R, the left rear wheel 3L, and the right rear wheel 3R. First, a case where the required driving force and the required yaw moment are on the adjustment frame 60 will be described. As for the next description, the front wheel 2 is taken as an example in the same manner as described above, but the same applies to the rear wheel 3. First, how to obtain the required driving force and the required yaw moment will be described.

(How to calculate required driving force and required yaw moment)
The required driving force difference ΔFd can be obtained from a yaw moment (hereinafter referred to as a required yaw moment) Md necessary for turning the vehicle 1. The request value calculation unit 31 acquires outputs from the steering angle sensor 45 that detects the steering angle θ of the left front wheel 2L and the right front wheel 2R that are the steering wheels and the vehicle speed sensor 43 that detects the vehicle speed V of the vehicle 1. The required value calculation unit 31 calculates a target yaw moment Mp when the vehicle 1 turns based on the acquired steering angle θ and vehicle speed V, and the calculated target yaw moment and the yaw sensor 44 output the calculated target yaw moment. A deviation from the actual yaw moment is defined as a required yaw moment Md.

  Since the required yaw moment Md is for the vehicle 1, it is sufficient that the required yaw moment Md can be generated at the front wheel 2 and the rear wheel 3. In the present embodiment, for example, the required yaw moment Md is equally distributed between the front wheel 2 and the rear wheel 3, and the required yaw moment Md is distributed 1: 1 to the front wheel 2 and the rear wheel 3. In this case, the required value calculation unit 31 determines that the yaw moment required for the front wheel 2 (front wheel required yaw moment) Md_f and the yaw moment required for the rear wheel 3 (rear wheel required yaw moment) Md_r are Md / 2. It becomes.

  From the front wheel required yaw moment Md_f and the rear wheel required yaw moment Md_r, the front wheel required driving force difference ΔFd_f required for the front wheel 2 and the rear wheel required driving force difference ΔFd_r required for the rear wheel can be obtained. The required value calculation unit 31 calculates a front wheel required driving force difference ΔFd_f and a rear wheel required driving force difference ΔFd_r from the front wheel required yaw moment Md_f and the rear wheel required yaw moment Md_r. Then, the required value calculation unit 31 can generate the front wheel required driving force difference ΔFd_f and the rear wheel required driving force difference ΔFd_r so that the driving force of each of the left front wheel 2L, the right front wheel 2R, the left rear wheel 3L, and the right rear wheel 3R can be generated. To decide.

  At this time, before and after the driving force is changed between the left and right wheels of the vehicle 1 to generate the required yaw moment Md, if the total driving force F_all of the vehicle 1 changes, the driver feels uncomfortable. It is preferable to make the total driving force F_all of the vehicle 1 constant before and after the generation. By such a method, the driving force required for the left front wheel 2L (required driving force for the left front wheel) Fd_fl, the driving force required for the right front wheel 2R (required driving force for the right front wheel) Fd_fr, and required for the left rear wheel 3L. The driving force (left rear wheel required driving force) Fd_rl and the driving force required for the right rear wheel 3R (right rear wheel required driving force) Fd_rr are determined. The driving force required for the front wheels (front wheel required driving force) Fd_f can be obtained by Fd_fl + Fd_fr, and the driving force required for the rear wheels (rear wheel required driving force) Fd_r can be obtained by Fd_rl + Fd_rr.

(When required driving force and required yaw moment are on the adjustment frame)
In this case, since the front wheels 2 of the traveling device 100 mounted on the vehicle 1 cannot generate the required front wheel required driving force Fd_f and the front wheel required yaw moment Md_f, the front wheel required driving force Fd_f and the front wheel required yaw moment Md_f that are initially required. Is adjusted on the adjustment frame 60. That is, the originally requested front wheel requested driving force Fd_f and front wheel yaw moment Md_f are subject to restrictions. Here, a method of adjusting the front wheel required driving force Fd_f and the front wheel required yaw moment Md_f on the adjustment frame 60 will be described.

  FIG. 7C is an explanatory diagram illustrating an example of a method of adjusting the front wheel required driving force and the front wheel required yaw moment when the required front wheel driving force and the front wheel yaw moment are outside the adjustment frame. For example, in the adjustment frame 60, the required yaw outside the adjustment frame 60 is calculated using the ratio of the yaw moment generation ratio R_M and the driving force generation ratio R_F (referred to as the yaw moment-driving force ratio) R_M: R_F (= R_M / R_F). The moment Md and the required driving force Fd (coordinate Pd) are adjusted on the adjustment frame 61.

  The yaw moment-driving force ratio R_M: R_F is a ratio between the yaw moment generation rate R_M and the driving force generation rate R_F when the required yaw moment Md and the required driving force Fd are adjusted in the adjustment frame 61. For example, when R_M: R_F is set to 0.5: 1, the yaw moment is generated at a rate of 0.5 and the driving force is generated at a rate of 1 on the adjustment frame 61. The yaw moment generation rate R_M and the driving force generation rate R_F are dimensionless.

  When the adjustment is performed using the yaw moment-driving force ratio, the requested yaw moment Md and the requested driving force Fd that are initially requested are set to a constant gradient R_M / R_F (= R_M: R_F) obtained from the yaw moment-driving force ratio. Then, the yaw moment and the driving force of the coordinate Pdlim that approaches the adjustment frame 60 and intersects with the adjustment frame 60 are defined as a restriction request yaw moment Md_lim and a restriction request driving force Fd_lim.

  On the adjustment frame 60, the driving force and the yaw moment that can be generated by the front wheel 2 of the traveling device 100 mounted on the vehicle 1 are the limit values, so the driving force of the left front wheel 2L and the driving force of the right front wheel 2R are unambiguous. To be determined. As described above, on the straight lines A1, A2, B1, and B2 of the adjustment frame 60 shown in FIG. 7-2, either the left front wheel 2L or the right front wheel 2R has the maximum or minimum driving force, and the other one has the minimum driving force. Varies from force to maximum driving force. And the change is represented by the change of al or ar, as defined by the equations (20) and (21).

  On the adjustment frame 60, since either the driving force of the left front wheel 2L or the driving force of the right front wheel 2R is determined, only the driving force that is not determined is changed, and the driving force of the left front wheel 2L and The driving force of the right front wheel 2R is determined. Accordingly, the distribution of the driving force differs depending on which straight line of the adjustment frame 60 the values after the front wheel required driving force Fd_f and the front wheel yaw moment Md_f requested on the adjustment frame 60 are positioned on are the same.

  When the limited front wheel required driving force (front wheel limiting required driving force) Fdlim_f is on the straight line A1, the left front wheel driving force F_fl is the left front wheel maximum driving force Fmax_fl (al = 1). That is, the left front wheel driving force F_fl = Fmax_fl. Further, the right front wheel driving force F_fr changes from the right front wheel minimum driving force Fmin_fr to the right front wheel maximum driving force Fmax_fr (ar changes from −1 to 1). Since the front wheel restriction request driving force Fdlim_f is expressed by equation (24), when ar is obtained from equation (24), ar is expressed by equation (25). Therefore, the right front wheel driving force F_fr = ar × Fmax_fr = Fdlim_f−Fmax_fl.

  When the front wheel restriction request driving force Fdlim_f is on the straight line A2, the left front wheel driving force F_fl is the left front wheel minimum driving force Fmin_fl (al = −1). That is, the left front wheel driving force F_fl = Fmin_fl. Further, the right front wheel driving force F_fr changes from the right front wheel minimum driving force Fmin_fr to the right front wheel maximum driving force Fmax_fr (ar changes from −1 to 1). Since the front wheel restriction request driving force Fdlim_f is expressed by equation (26), when ar is obtained from equation (26), equation (27) is obtained. Therefore, the right front wheel driving force F_fr = ar × Fmax_fr = Fdlim_f−Fmin_fl.

  When the front wheel restriction request driving force Fdlim_f is on the straight line B1, the right front wheel driving force F_fr is the right front wheel maximum driving force Fmax_fr (ar = 1). That is, the right front wheel driving force F_fr = Fmax_fr. Further, the left front wheel driving force F_fl changes from the left front wheel minimum driving force Fmin_fl to the left front wheel maximum driving force Fmax_fl (al changes from −1 to 1). Since the front wheel restriction request driving force Fdlim_f is expressed by Equation (28), when al is obtained from Equation (28), al becomes Equation (29). Therefore, the left front wheel driving force F_fl = al × Fmax_fl = Fdlim_f−Fmax_fr.

  When the front wheel restriction request driving force Fdlim_f is on the straight line B2, the right front wheel driving force F_fr is the right front wheel minimum driving force Fmin_fr (ar = −1). That is, the right front wheel driving force F_fr = Fmin_fr. Further, the left front wheel driving force F_fl changes from the left front wheel minimum driving force Fmin_fl to the left front wheel maximum driving force Fmax_fl (al changes from −1 to 1). Since the front wheel restriction request driving force Fdlim_f is expressed by equation (30), when calculating al from equation (30), al becomes equation (31). Therefore, the left front wheel driving force F_fl = al × Fmax_fl = Fdlim_f−Fmin_fr. Next, a method for obtaining the driving force of the left front wheel 2L, the right front wheel 2R, the left rear wheel 3L, and the right rear wheel 3R when the required driving force and the required yaw moment are within the adjustment frame will be described.

(When required driving force and required yaw moment are within the adjustment frame)
FIG. 8 is a conceptual diagram illustrating a method for obtaining the required driving force when the required driving force and the required yaw moment are within the adjustment frame. When the required driving force and the required yaw moment are within the adjustment frame, the front wheels 2 of the traveling device 100 mounted on the vehicle 1 can generate the front wheel required driving force Fd_f and the front wheel yaw moment Md_f. Further, since there is a margin in the driving force that can be generated by the front wheel 2, the driving force distributed to the left front wheel 2L and the right front wheel 2R is not uniquely determined. For this reason, in the present embodiment, the adjustment frame 60 is reduced to a position where it overlaps with the front wheel required driving force Fd_f and the front wheel yaw moment Md_f. Then, the left front wheel driving force F_fl and the right front wheel driving are performed in the same manner as the method for obtaining the required driving force when the required driving force and the required yaw moment are on the adjustment frame with respect to the reduced adjustment frame 60 ′. The force F_fr is determined. Thereby, a margin can be provided at a ratio equal to the driving force of the left front wheel 2L and the driving force of the right front wheel 2R.

  In the present embodiment, the adjustment frame 60 and the adjustment frame 60 ′ are similar. That is, when the adjustment frame 60 is adjusted to the adjustment frame 60 ′, the straight lines A1 and A2 of the adjustment frame 60 move in a direction parallel to the straight lines B1 and B2, and the straight lines B1 and B2 of the adjustment frame 60 are straight lines A1 and A2. It will move in the direction parallel to. Here, by adjusting the adjustment frame 60 to the adjustment frame 60 ′, the left front wheel maximum driving force Fmax_fl and the right front wheel maximum driving force Fmax_fr obtained in step S101 are also corrected according to the adjustment ratio of the adjustment frame 60.

  Since the adjustment frame 60 ′ and the adjustment frame 60 are similar, the left front wheel maximum driving force Fmax_fl and the right front wheel maximum driving force Fmax_fr are adjusted using the similarity ratio between the adjustment frame 60 ′ and the adjustment frame 60. For example, when the lengths of the straight lines A1 ′, A2 ′, B1 ′, and B2 ′ of the adjustment frame 60 ′ are ½ of the lengths of the straight lines A1, A2, B1, and B2 of the adjustment frame 60, respectively. The similarity ratio between the adjustment frame 60 ′ and the adjustment frame 60 is 1: 2. Therefore, the left front wheel maximum driving force Fmax_fl and the right front wheel maximum driving force Fmax_fr in the adjustment frame 60 ′ are corrected to ½ of the left front wheel maximum driving force Fmax_fl and the right front wheel maximum driving force Fmax_fr in the adjustment frame 60.

  When the left front wheel maximum driving force Fmax_fl and the right front wheel maximum driving force Fmax_fr in the adjustment frame 60 ′ are obtained by the above method, the above-described required driving force and required yaw moment are applied to the adjustment frame with respect to the reduced adjustment frame 60 ′. In some cases, the left front wheel driving force F_fl and the right front wheel driving force F_fr are determined by a method similar to the method of obtaining the required driving force.

  In step S104, when the driving forces of the left front wheel 2L, the right front wheel 2R, the left rear wheel 3L, and the right rear wheel 3R are obtained, the process proceeds to step S105. In step S105, the dynamic load reference driving force calculation unit 33 of the drive control device 30 calculates the driving force of the left front wheel 2L, the right front wheel 2R, the left rear wheel 3L, and the right rear wheel 3R by dynamic load distribution. Next, a method for obtaining the driving force of each wheel by dynamic load distribution will be described.

(Driving force of each wheel by dynamic load distribution)
The driving force of each wheel by the dynamic load distribution is based on the distribution ratio (front / rear wheel load distribution ratio) between the load on the front wheel 2 and the load on the rear wheel 3 of the traveling device 100 included in the vehicle 1. This is a method for determining the driving force of 2R, left rear wheel 3L, and right rear wheel 3R. The left front wheel driving force Fu_fl, the right front wheel driving force Fu_fr, the left rear wheel driving force Fu_rl, the right rear wheel driving force Fu_rr by the dynamic load distribution, and the required driving force Fd required for the entire traveling device 100 included in the vehicle 1 Is expressed by the equation (32). The left front wheel driving force Fu_fl, the right front wheel driving force Fu_fr, the left rear wheel driving force Fu_rl, the right rear wheel driving force Fu_rr by dynamic load distribution, and the requested yaw required to be generated in the vehicle 1 by the driving force distribution control. The relationship with the moment Md is expressed by Expression (33). Here, Df is the tread width of the front wheel 2, and Dr is the tread width of the rear wheel 3.

  In the equations (32) and (33), the driving force of the left front wheel 2L, the right front wheel 2R, the left rear wheel 3L, and the right rear wheel 3R cannot be obtained from the required driving force Fd and the required yaw moment Md. Therefore, the ratio of the driving force of the front wheel 2 to the driving force of the rear wheel 3 (front and rear wheel driving force ratio) and the ratio of the yaw moment of the front wheel 2 to the yaw moment of the rear wheel 3 (front and rear wheel yaw moment ratio) As the front-rear wheel load distribution ratio, the driving forces of the left front wheel 2L, the right front wheel 2R, the left rear wheel 3L, and the right rear wheel 3R are obtained. Here, the front-rear wheel load distribution ratio is w: (1-w) = front wheel load ratio: rear wheel load ratio. Note that 0 ≦ w ≦ 1. When determining the driving force of each wheel by dynamic load distribution, the front and rear wheel load distribution ratio is determined as the front / rear wheel driving force ratio and front / rear wheel yaw moment ratio, assuming that a wheel with a larger load has a larger margin of generated driving force. And When the front / rear wheel driving force ratio is the front / rear wheel load distribution ratio, Expression (34) is established. Further, when the front and rear wheel yaw moment ratio is the front and rear wheel load distribution ratio, Expression (35) is established.

  Using the equations (32) to (35), the left front wheel driving force Fu_fl, the right front wheel driving force Fu_fr, the left rear wheel driving force Fu_rl, and the right rear wheel driving force Fu_rr by dynamic load distribution are obtained. To Equation (39). Here, c0 = Fd, c1 = 2 × Md−Df × Fd, c2 = − (1−w) × Fd, c3 = −2 × (1−w) + Dr × (1−w) × Fd.

  If the driving force of each wheel by dynamic load distribution is obtained in step S105, the process proceeds to step S106. In step S106, the control condition determination unit 34 of the drive control device 30 determines the driving force Fr obtained by dynamic load distribution and the maximum driving force Fmax obtained in step S101 as the left front wheel 2L, the right front wheel 2R, and the left rear wheel. 3L and right rear wheel 3R are compared. That is, the left front wheel driving force Fu_fl by dynamic load distribution is compared with the left front wheel maximum driving force Fmax_fl, the right front wheel driving force Fu_fr by dynamic load distribution and the right front wheel maximum driving force Fmax_fr are compared, and the left rear wheel by dynamic load distribution is compared. The wheel driving force Fu_rl and the left rear wheel maximum driving force Fmax_rl are compared, and the right rear wheel driving force Fu_rr and the right rear wheel maximum driving force Fmax_rr by dynamic load distribution are compared. Then, it is determined whether or not there is at least one wheel whose driving force obtained by dynamic load distribution exceeds the maximum driving force obtained in step S101.

  When it is determined Yes in step S106, that is, when the control condition determining unit 34 determines that there is at least one wheel whose driving force obtained by dynamic load distribution exceeds the maximum driving force obtained in step S101, step S107. Proceed to In step S107, the driving force setting unit 35 of the drive control device 30 determines the left front wheel driving force Fr_fl, the right front wheel driving force Fr_fr, the left rear wheel driving force Fr_rl, and the right rear wheel driving obtained by the methods from step S101 to step S104. The force Fr_rr is set as a required driving force for the left front wheel 2L, the right front wheel 2R, the left rear wheel 3L, and the right rear wheel 3R, respectively. Then, the left front motor 10L, the right front motor 10R, the left rear motor 11L, and the right rear motor 11R are controlled so that the motor control unit 50pe of the ECU 50 has the required driving force. At this time, the braking device B may be controlled (the same applies hereinafter). Here, the method from step S101 to step S104 is a method for obtaining the driving force of each wheel in consideration of the maximum driving force that can be generated by each wheel.

  Accordingly, the left front wheel 2L, the right front wheel 2R, the left rear wheel are considered in consideration of the friction coefficient between the left front wheel 2L, the right front wheel 2R, the left rear wheel 3L, the right rear wheel 3R and the road surface and the driving situation of the vehicle 1. Since the driving force can be distributed to 3L and the right rear wheel 3R, for example, when the required driving force for the front wheel 2 exceeds the driving force that can be generated by the front wheel 2, the driving force that cannot be achieved by the front wheel 2 is provided to the rear wheel. 3 can be generated. As a result, the effects of improving the stability of the vehicle 1 and suppressing the decrease in running performance can be obtained. Moreover, since the vehicle 1 can exhibit the driving performance closer to the driver's request, drivability is improved.

  If it is determined No in step S106, that is, if the control condition determination unit 34 determines that there is no wheel whose driving force obtained by dynamic load distribution exceeds the maximum driving force obtained in step S101, the process proceeds to step S108. move on. In step S108, the driving force setting unit 35 generates the left front wheel driving force Fu_fl, the right front wheel driving force Fu_fr, the left rear wheel driving force Fu_rl, and the right rear wheel driving force Fu_rr based on the dynamic load distribution obtained in step S105, respectively. 2L, right front wheel 2R, left rear wheel 3L, right rear wheel 3R are set as required driving forces. Then, the left front motor 10L, the right front motor 10R, the left rear motor 11L, and the right rear motor 11R are controlled so that the motor control unit 50pe of the ECU 50 has the required driving force.

  For example, the front-rear wheel load distribution ratio of the vehicle 1 shown in FIG. 1 is 6: 4, and the friction coefficients between the left front wheel 2L, the right front wheel 2R, the left rear wheel 3L, the right rear wheel 3R, and the road surface are all equal. In the method from step S101 to step S104, the front-rear wheel driving force ratio is 5: 5. In this case, although the front wheel 2 can generate a greater driving force than the rear wheel 3, the front-rear wheel driving force ratio is 5: 5, so the front wheel 2 has a margin for the generated driving force. Therefore, the driving force that can be generated by the front wheels 2 cannot be used effectively. For this reason, when the driving force calculated | required by dynamic load distribution exists in the range of the driving force which can generate | occur | produce each wheel, the driving force calculated | required by dynamic load distribution is made into the request | requirement driving force of each wheel. Thus, the vehicle 1 can travel efficiently by effectively using the driving force that can be generated by each wheel.

  As described above, in the present embodiment, the driving force of each wheel is determined in consideration of the driving force that can be generated by the wheel and the yaw moment that can be generated by the wheel. As a result, even when a wheel having a low friction coefficient between the wheel and the road surface or the output of the power generating means for driving the wheel is limited, the driving force can be distributed to each wheel in consideration of these. As a result, it is possible to generate an appropriate driving force for each wheel, so that it is possible to suppress a decrease in running stability of the vehicle when executing a control for varying the driving force among a plurality of wheels.

(Embodiment 2)
FIG. 9 is an explanatory diagram illustrating a configuration example of the drive control apparatus according to the second embodiment. FIG. 10 is a flowchart illustrating a drive control procedure according to the second embodiment. The second embodiment has the same configuration as that of the first embodiment, but determines whether the required driving force and yaw moment can be achieved for each front wheel, each rear wheel, or each wheel. In some cases, the shortage is compensated with wheels having sufficient driving force. Other configurations are the same as those of the first embodiment. Next, an example in which the drive control according to the second embodiment is applied to the vehicle 1 described in the first embodiment and the traveling device 100 mounted on the vehicle 1 illustrated in FIG. 1 will be described.

  The drive control according to the second embodiment can be realized by the drive control device 30a shown in FIG. The drive control device 30a includes the drive control device 30 according to the first embodiment shown in FIG. Since step S201 to step S204 of the drive control according to the second embodiment are the same as step S101 to step S104 of the drive control according to the first embodiment, description thereof is omitted. When the left front wheel driving force Fr_fl, the right front wheel driving force Fr_fr, the left rear wheel driving force Fr_rl, and the right rear wheel driving force Fr_rr are obtained in steps S201 to S204, the process proceeds to step S205.

  In step S205, the driving force compensator 36 of the drive control device 30a uses the driving force of each wheel obtained in steps S201 to S204, and the front wheel driving force F_f (= F_fl + F_fr) and the rear wheel driving force F_r (= F_rl + F_rr). ) Further, the driving force compensator 36 uses the driving force of each wheel obtained in steps S201 to S204, and the front wheel yaw moment M_f {= (F_fl-F_fr) Df / 2} and the rear wheel yaw moment M_r {= ( F_rl−F_rr) Dr / 2} is obtained.

  Here, the left front wheel driving force F_fl, the right front wheel driving force F_fr, the left rear wheel driving force F_rl, and the right rear wheel driving force F_rr obtained in steps S201 to S204 are the friction coefficient between the wheel and the road surface or the driving situation. Is a driving force that can be generated by the left front wheel 2L, the right front wheel 2R, the left rear wheel 3L, and the right rear wheel 3R. Therefore, the front wheel driving force F_f and the rear wheel driving force F_r obtained in step S205 are also driving forces that can be generated by the front wheels 2 and the rear wheels 3 obtained in consideration of the friction coefficient between the wheels and the road surface and the driving situation. . Similarly, the front wheel yaw moment M_f and the rear wheel yaw moment M_r obtained in step S205 are yaw moments that can be generated by the front wheels 2 and the rear wheels 3 obtained in consideration of the friction coefficient between the wheels and the road surface and the driving conditions. is there.

  Next, in step S206, the control condition determination unit 34 of the drive control device 30a uses the front wheel required driving force Fd_f and the rear wheel, which were originally requested, for the front wheel driving force F_f and the rear wheel driving force F_r obtained in step S205, respectively. Compared with the required driving force Fd_r. Further, the control condition determination unit 34 compares the front wheel yaw moment M_f and the rear wheel yaw moment M_r obtained in step S205 with the front wheel required yaw moment Md_f and the rear wheel required yaw moment Md_r that were originally requested, respectively.

  When it is determined No in step S206, that is, when the control condition determination unit 34 determines that F_f ≧ Fd_f, F_r ≧ Fd_r, M_f ≧ Md_f, and M_r ≧ Md_r, the process proceeds to step S209. Steps S209 to S211 are the same as steps S106 to S108 of the drive control according to the first embodiment, and thus description thereof is omitted.

  If it is determined Yes in step S206, that is, if the control condition determination unit 34 determines that at least one of F_f <Fd_f, F_r <Fd_r, M_f <Md_f, or M_r <Md_r is satisfied, the process proceeds to step S207. move on. In step S207, the control condition determination unit 34 determines that the driving force or yaw moment that can be generated is the required driving force (front wheel required driving force Fd_f, rear wheel required driving force Fd_r) or the required yaw moment (front wheel). It is determined whether one of the front wheel 2 and the rear wheel 3 is insufficient for the requested yaw moment Md_f and the rear wheel requested yaw moment Md_r).

  When it is determined No in step S207, that is, the control condition determination unit 34 is not able to generate the required driving force or yaw moment that is initially required for the front wheels 2 and If it is determined that both of the rear wheels 3 are present, the process proceeds to step S208. In step S208, the control condition determination unit 34 sets the current driving force compensation control count N to 0 (N = 0), and proceeds to step S209 (N is an integer). Steps S209 to S211 are the same as steps S106 to S108 of the drive control according to the first embodiment, and thus description thereof is omitted. The driving force compensation control count N represents the number of times that driving force compensation control described later is executed, and the initial value is zero.

  If it is determined Yes in step S207, that is, the control condition determination unit 34 is not able to generate the required driving force or the yaw moment that is initially required for the required driving force or the required yaw moment. Or when it determines with it being either one of the rear wheels 3, it progresses to step S212. In step S212, the driving force compensation unit 36 sets a value obtained by adding 1 to the current driving force compensation control count N as a new driving force compensation control count N (N = N + 1).

  If the new driving force compensation control count N is set to N + 1 in step S212, in step S213, the control condition determination unit 34 sets the new driving force compensation control count N and a predetermined driving force compensation control execution number threshold n. Compare. When it determines with Yes in step S213, ie, when the control condition determination part 34 determines with it being N> n, the drive control apparatus 30 performs the procedure from step S208 to step S211. This is to avoid the driving force compensation control execution routine being repeated indefinitely.

  When it is determined No in step S213, that is, when the control condition determining unit 34 determines that N ≦ n, the process proceeds to the driving force compensation control execution routine shown in step S214. Next, a driving force compensation control execution routine will be described.

  FIG. 11 is a flowchart illustrating a driving force compensation control execution routine of the driving control according to the second embodiment. In executing the driving force compensation control execution routine, in step S301, the driving force compensator 36 determines that the drive force or yaw moment that can be generated is not sufficient for the required drive force or the requested yaw moment that was originally requested. The difference between the originally requested driving force and requested yaw moment and the driving force and yaw moment obtained in step S205 is obtained.

  When the front wheel 2 is a wheel in which the drive force or yaw moment that can be generated is not the required drive force or the requested yaw moment that was originally requested, the front wheel requested drive force Fd_f and the front wheel drive force F_f obtained in step S205 The difference (driving force difference) ΔF_f can be obtained by Expression (40). Further, the difference (yaw moment difference) ΔM_f between the front wheel required yaw moment Md_f and the front wheel yaw moment M_f obtained in step S205 can be obtained by Expression (41). In this case, in the rear wheel 3, the drive force and yaw moment that can be generated satisfy the request drive force and yaw moment that were originally requested, and there is a margin in the drive force and yaw moment that can be generated. is there. That is, the requested driving force and the requested yaw moment that were originally requested exist within the frame of the adjustment frame 60 shown in FIG.

  Next, in step S302, the driving force difference ΔF_f and the yaw moment difference ΔM_f of the front wheel 2 are added to the rear wheel 3 having a margin in the driving force and yaw moment that can be generated. The previous values of the driving force and yaw moment required for the rear wheel 3 are Fd_r (k−1) and Md_r (k−1), respectively, and the current values of the driving force and yaw moment required for the rear wheel 3 are respectively Fd_r. Assuming (k) and Md_r (k), Fd_r (k) and Md_r (k) can be obtained by equations (42) and (43), respectively (k is an integer of 2 or more). When the driving force compensation unit 36 obtains Fd_r (k) and Md_r (k) based on the equations (42) and (43), the driving force compensation control execution routine ends, and the process returns to step S203. And the drive control apparatus 30 performs the procedure after step S203.

  If there is a wheel that does not have the required driving force or yaw moment that was originally required by the above procedure, the wheel that has a margin for the driving force and yaw moment that can be generated. You can make up for the missing part. As a result, the stability of the vehicle 1 is further improved, and a decrease in running performance can be more effectively suppressed. Moreover, since the vehicle 1 can exhibit the driving performance closer to the driver's request, the drivability is further improved.

  As described above, in the present embodiment, for a wheel that does not have the required driving force or yaw moment that is initially required for the generated driving force or yaw moment, the wheel that has a margin in the generated driving force or yaw moment is sufficient. The shortage of driving force can be compensated. As a result, the effects of further improving vehicle stability and drivability can be obtained.

  As described above, the drive control device according to the present invention is useful for controlling the driving force of the wheels, and in particular, when executing the control that varies the driving force among a plurality of wheels, It is suitable for suppressing the deterioration of property.

It is the schematic which shows the structure of a vehicle provided with the traveling apparatus which concerns on Embodiment 1. FIG. FIG. 3 is an explanatory diagram illustrating a configuration example of a drive control device according to the first embodiment. 4 is a flowchart illustrating a processing procedure of drive control according to the first embodiment. It is a conceptual diagram which shows the driving force and braking force between a wheel and a road surface. It is a conceptual diagram which shows the time change of a driving force or a braking force when a wheel slips. It is explanatory drawing which shows the relationship between a driving force or a braking force, and the slip ratio between a wheel and a road surface. It is a conceptual diagram for demonstrating the driving force, braking force, and yaw moment of a wheel with which the traveling apparatus which concerns on Embodiment 1 is provided. 3 is a conceptual diagram illustrating an example of an adjustment frame according to Embodiment 1. FIG. 3 is a conceptual diagram illustrating an example of an adjustment frame according to Embodiment 1. FIG. It is explanatory drawing which shows an example of the method of adjusting the front-wheel request | requirement driving force and front-wheel request | requirement yaw moment in case the required front-wheel drive force and front-wheel yaw moment are outside an adjustment frame. It is a conceptual diagram explaining the method of calculating | requiring a required drive force when a required drive force and a request | requirement yaw moment exist in an adjustment frame. FIG. 6 is an explanatory diagram illustrating a configuration example of a drive control device according to a second embodiment. 6 is a flowchart illustrating a procedure of drive control according to the second embodiment. 6 is a flowchart showing a driving force compensation control execution routine of drive control according to a second embodiment.

Explanation of symbols

1 Vehicle 2 Front Wheel 2L Left Front Wheel 2R Right Front Wheel 3 Rear Wheel 3L Left Rear Wheel 3R Right Rear Wheel 5 Accelerator 8 Electric Motor ECU
DESCRIPTION OF SYMBOLS 10 Front side motor 10L Left front motor 10R Right front motor 11 Rear side motor 11L Left rear motor 11R Right rear motor 12L Left front braking device 12R Right front braking device 13L Left rear braking device 13R Right rear braking device 14 Braking force control device 15 Brake pedal 30, 30a Drive control device 31 Required value calculation unit 32 Driving force calculation unit 33 Dynamic load reference driving force calculation unit 34 Control condition determination unit 35 Driving force setting unit 40L Resolver for left front motor 40R Resolver for right front motor 41L Resolver for left rear motor 41R Right rear Resolver for electric motor 42 Accelerator opening sensor 43 Vehicle speed sensor 44 Yaw sensor 45 Steering angle sensor 46 Drive current detection circuit 50 ECU
50 m storage unit 50 pc general control unit 50 pe motor control unit 60, 61 adjustment frame 100 travel device

Claims (3)

In controlling the driving force of multiple wheels on the vehicle,
A required value calculation unit for obtaining a required driving force required for the wheel and a required yaw moment required for the vehicle;
A driving force calculating unit for determining a driving force that can be generated by the wheel and a yaw moment that can be generated by the wheel, and for determining a driving force of the wheel within a range of the driving force and the yaw moment that can be generated;
Based on the dynamic load distribution of the wheel, the required driving force, and the required yaw moment , a dynamic load reference driving force calculating unit that calculates the driving force of the wheel,
I can be generated driving force of the wheel remote wheel is larger driving force which the dynamic load reference driving force calculation unit is required if there is at least one wheel, the driving force calculating section of the wheel obtained A driving force setting unit having a driving force as the driving force of the wheel;
A drive control device comprising:   The driving force that can be generated by the wheel is obtained based on a maximum driving force of the wheel, a maximum braking force of the wheel, and a maximum torque that can be generated by the driving means of the wheel. The drive control apparatus according to 1. The driving force calculation unit adjusts the driving force of a wheel that cannot generate the required driving force, and the driving force that the wheel can generate,
The difference between the required driving force and the driving force that can be generated by a wheel that cannot generate the required driving force is added to a wheel that has sufficient driving force to obtain a driving force of a wheel that has sufficient driving force. The drive control device according to claim 1, further comprising a force compensation unit.

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