Control method for electric vehicles, and control device for electric vehicles

Abstract

One aspect of the present invention is a method for controlling an electric vehicle, the method adjusting a driving force distribution between front wheels and rear wheels, which are drive wheels, to control the posture of a vehicle body in a front-rear direction. This method for controlling the electric vehicle receives a selection of one seat of a plurality of seats and sets a reference position corresponding to the selected seat. After that, a rotation center of the vehicle body is moved to the reference position by adjusting the driving force distribution.

Description

[Technical Field]

[0001] The present invention relates to a control method for electric vehicles and a control device for electric vehicles. [Background technology]

[0002] JP2017-71370A discloses a vehicle occupant attitude control device that, when a vehicle has seats that can change the support state for the body of a seated occupant, predicts acceleration in the longitudinal and width directions of the vehicle based on the vehicle's travel plan, and changes the support state of the occupant's body by the seat in accordance with the predicted acceleration, thereby suppressing motion sickness for occupants seated in those seats. [Overview of the initiative]

[0003] Vehicle swaying caused by acceleration and deceleration can cause motion sickness in passengers. Furthermore, recent studies have shown that head movement is a major contributing factor to motion sickness. Therefore, reducing head movement is necessary to prevent motion sickness.

[0004] In particular, while reducing body movement indirectly reduces head movement, the head can still move relative to the body, so simply reducing body movement is not sufficient to completely suppress motion sickness. Therefore, to more reliably suppress motion sickness, it is desirable to reduce head movement more directly, regardless of whether or not body movement is reduced.

[0005] The present invention aims to provide a control method for electric vehicles and a control device for electric vehicles that can directly reduce the movement of the occupant's head and suppress motion sickness.

[0006] One aspect of the present invention is a control method for an electric vehicle that controls the attitude of the vehicle body in the longitudinal direction by adjusting the distribution of driving force between the front and rear wheels, which are the drive wheels. In this electric vehicle control method, the selection of one seat from among several seats is accepted, and a reference position corresponding to the selected seat is set. Furthermore, the movement of the occupant's head in the selected seat is detected, and a correction position is calculated that moves around the reference position in accordance with the head movement.And by adjusting the power distribution, the center of rotation of the vehicle body is It moves around the reference position, following the correction position. . [Brief explanation of the drawing]

[0007] [Figure 1] Figure 1 is an explanatory diagram showing the schematic configuration of an electric vehicle. [Figure 2] Figure 2 is an explanatory diagram showing the schematic configuration of the chassis system. [Figure 3] Figure 3 is an explanatory diagram showing the center of rotation of the vehicle body and its changes. [Figure 4] Figure 4 is an explanatory diagram showing the reference position set for the rotation center in head movement suppression control. [Figure 5] Figure 5 is an explanatory diagram showing the relationship between the position of the center of rotation and the direction and amount of movement of the occupant's head. [Figure 6] Figure 6 is a block diagram showing the configuration of the controller for attitude control. [Figure 7] Figure 7 is a block diagram showing the configuration of the attitude control calculation unit. [Figure 8] Figure 8 is an explanatory diagram showing the correction position. [Figure 9] Figure 9 is a flowchart related to head movement suppression control. [Figure 10] Figure 10 is a schematic graph showing the changes in the head position, pitch angle, and torque of the occupant in question. [Figure 11] Figure 11 is an explanatory diagram showing the range of movement of the center of rotation when adjusting both the drive force distribution and the suspension. [Figure 12] Figure 12 is a flowchart illustrating the control of suppressing head movement when assisting the movement of the center of rotation by adjusting the suspension. [Figure 13] Figure 13 is a flowchart illustrating head movement suppression control when the generation and fluctuation of pitch angle are assisted by suspension adjustment. [Modes for carrying out the invention]

[0008] Embodiments of the present invention will be described below with reference to the drawings.

[0009] [First Embodiment] <Configuration of electric vehicles> Figure 1 is an explanatory diagram showing the schematic configuration of the electric vehicle 100. The electric vehicle 100 is, for example, an electric vehicle or a hybrid vehicle, which is a vehicle that can drive or brake one or more drive wheels with an electric motor. In particular, in this embodiment, the electric vehicle 100 is a so-called 4WD (four-wheel drive) vehicle, and the driving force generated in each of the multiple drive wheels can be controlled (adjusted). Specifically, as shown in Figure 1, the electric vehicle 100 comprises a front-wheel drive system 10, a rear-wheel drive system 11, and a controller 12.

[0010] The front-wheel drive system 10 is a system that controls the front wheels 21, which are the first drive wheels. The front-wheel drive system 10 includes a front inverter 22 and a front motor 23.

[0011] The front inverter 22 drives the front motor 23 by converting the DC power output by a battery (not shown) into AC power and supplying it to the front motor 23. Also, when the front motor 23 is rotated by the front wheels 21, the front inverter 22 charges the battery by converting the regenerative AC power generated by the front motor 23 into DC power and inputting it to the battery.

[0012] The front motor 23 is an electric motor that drives the front wheels 21. The front motor 23 is, for example, a three-phase AC synchronous motor. The torque generated by the front motor 23 is transmitted to the front wheels 21 via the front drive shaft 24, and the driving force (hereinafter referred to as front wheel driving force F) is transmitted to the front wheels 21. F This causes the following to occur.

[0013] The rear-wheel drive system 11 is a system that controls the rear wheels 26, which are the second drive wheels. The rear-wheel drive system 11 includes a rear inverter 27 and a rear motor 28.

[0014] The rear inverter 27 drives the rear motor 28 by converting the DC power output by the battery into AC power and supplying it to the rear motor 28. Also, when the rear motor 28 is rotated by the rear wheels 26, the rear inverter 27 charges the battery by converting the regenerative AC power generated by the rear motor 28 into DC power and inputting it to the battery.

[0015] The rear motor 28 is an electric motor that drives the rear wheels 26. The rear motor 28 is, for example, a three-phase AC synchronous motor similar to the front motor 23. The torque generated by the rear motor 28 is transmitted to the rear wheels 26 via the rear drive shaft 29, providing the rear wheels 26 with driving force (hereinafter referred to as rear wheel driving force F). R This causes the following to occur.

[0016] The controller 12 consists of one or more computers that control the operation of the electric vehicle 100. The controller 12 is programmed to control the operation of the electric vehicle 100 in a predetermined control cycle. In this embodiment, the controller 12 is a control device for the electric vehicle 100 that performs attitude control to control the attitude in the longitudinal direction by adjusting the distribution of driving force between the front wheels 21 and the rear wheels 26, which are the drive wheels.

[0017] The controller 12 distributes the driving force (hereinafter referred to as the total driving force TQ) requested by, for example, the operation of the accelerator pedal (not shown) to the front wheels 21 and rear wheels 26, which are the drive wheels. The controller 12 then distributes the front wheel driving force F according to that distribution. F and rear-wheel drive force F R The front wheels 21 and rear wheels 26 are driven by the front-wheel drive system 10 and the rear-wheel drive system 11, respectively, so that this occurs. Furthermore, in this embodiment, the controller 12 is programmed to perform attitude control to control the longitudinal attitude of the electric vehicle 100 by adjusting the power distribution between the front wheels 21 and the rear wheels 26 as needed.

[0018] When controlling the operation of the electric vehicle 100, the controller 12 can appropriately acquire various parameters representing the operating state of the electric vehicle 100, etc., via sensors (not shown) or through computation. For example, the electric vehicle 100 has an accelerator opening A PO detected by an accelerator opening sensor (not shown). Therefore, the controller 12 can appropriately acquire the accelerator opening A PO as needed. The accelerator opening A PO is a parameter representing the operation amount of the accelerator pedal. Further, the controller 12 appropriately acquires the vehicle speed VSP of the electric vehicle 100 via sensors (not shown) or through computation.

[0019] In addition, in the present embodiment, the electric vehicle 100 includes a seat selector 13 and a target detector 14.

[0020] The seat selector 13 is a user interface that accepts selection of one seat from among the plurality of seats included in the electric vehicle 100. The seat selector 13 is configured by, for example, a mechanical switch or a selection menu displayed on a screen. The seat selector 13 is used by a driver or another occupant to select a seat occupied by an occupant who may experience motion sickness.

[0021] The seat selector 13 inputs, to the controller 12, a signal or setting information representing a seat (hereinafter referred to as a target seat S S ) that is selected by the driver or the like and that is occupied by an occupant for whom motion sickness is to be suppressed. Therefore, the controller 12 can control the operation of the electric vehicle 100 in accordance with the target seat S S . In the present embodiment, the controller 12 controls the operation of the electric vehicle 100 particularly so as to directly suppress movement of the head of the occupant seated in the target seat S S . Accordingly, in the electric vehicle 100, motion sickness of the occupant seated in the target seat S S is suppressed. The term "movement" with respect to an occupant's head refers to shaking and other movement caused by operation of the electric vehicle 100 such as acceleration or deceleration.

[0022] The electric vehicle 100 has, for example, a driver's seat, a passenger seat, and one or more rear seats 34 (see Figure 4). The driver's seat and passenger seat are located in front of the electric vehicle 100 relative to the rear seats 34. In the following description, unless otherwise necessary, the driver's seat and passenger seat will be collectively referred to as the front seats 33 (see Figure 4).

[0023] The target detector 14 is the target seat S S The system detects the occupants present, that is, specific occupants who should be protected from motion sickness (hereinafter referred to as "target occupants"). The target detector 14 receives detection signals, etc. (hereinafter referred to as "target detection signals S") for the target occupants. D The controller 12 receives the target detection signal S. D By using this, the operation of the electric vehicle 100 can be controlled in accordance with the actual movements of the target occupant. In this embodiment, the controller 12 receives the target detection signal S D Based on this, the actual movement of the occupant's head is fed back into the motion control of the electric vehicle 100. This suppresses the movement of the occupant's head with particular precision.

[0024] The target detector 14 is composed of, for example, a camera that photographs the occupant so as to include all or part of their head, or a sensor that detects the position of the occupant's head relative to each seat. In this embodiment, it is a camera that photographs the target occupant, and the target detection signal S D This refers to images or videos of the crew members in question.

[0025] The seat selector 13 and the target detector 14, together with the controller 12, constitute the control device for the electric vehicle 100.

[0026] <Principle of attitude control through force distribution> Figure 2 is an explanatory diagram showing the schematic structure of the chassis system. As shown in Figure 2, the front wheels 21 are connected to the vehicle body (hereinafter referred to as the vehicle body 101), which is the part in which the passenger compartment and other components are formed, via the front suspension 31. Similarly, the rear wheels 26 are connected to the vehicle body 101 via the rear suspension 32.

[0027] For example, front-wheel drive force F F Rear-wheel drive force F R If the electric vehicle 100 is accelerated by either of these, the load shifts to the rear (negative side in the X direction) of the electric vehicle 100. As a result, the vehicle body 101 has a pitch angle θ around the rotation center C. P A moment is generated that acts in a direction that increases the force. Therefore, when the electric vehicle 100 accelerates, in principle, the electric vehicle 100 will assume a posture in which the front part, which is the part on the positive X direction, is lifted up (a so-called nose-up posture).

[0028] On the other hand, front-wheel drive force F F The torque of the front motor 23 that generates the torque (hereinafter referred to as front torque T) F The front torque T acts on the vehicle body 101 via the front suspension 31. Specifically, the front torque T F The virtual center of rotation of the vehicle body 101 is O, which is determined by the front wheels 21. F Around the pitch angle θ P This generates a moment that acts in a direction that reduces the front torque T. That is, when the electric vehicle 100 accelerates, the front torque T F This suppresses nose-up. Similarly, rear-wheel drive force F R The torque of the rear motor 28 that generates the torque (hereinafter referred to as rear torque T) R The rear suspension 32 acts on the vehicle body 101, and the virtual center of rotation of the vehicle body 101 by the rear wheels 26 O R Around the pitch angle θ P This generates a moment that acts in a direction that reduces the rear torque T. R This suppresses nose-up.

[0029] And, during acceleration, front torque TF The magnitude of the effect of suppressing nose-up is determined by the anti-scut angle θ. F It depends on the magnitude of the rear torque T during acceleration. R The magnitude of the effect of suppressing nose-up is determined by the anti-scut angle θ. R This depends on the magnitude of the anti-scut angle. Therefore, by adjusting the drive force distribution of the front wheels 21 and rear wheels 26 so that a larger distribution is given to the drive wheels with a relatively large anti-scut angle, the effect of suppressing nose-up is enhanced while maintaining the total drive force TQ. Accordingly, the controller 12 can perform attitude control to control the longitudinal attitude of the electric vehicle 100 by adjusting the drive force distribution of the front wheels 21 and rear wheels 26.

[0030] Note that the virtual rotation center O F Front Torque T F The instantaneous and virtual center of rotation generated in the vehicle body 101 by the transmission is predetermined by the specific configuration of the front suspension 31, etc. Similarly, the virtual center of rotation O of the rear part R Rear Torque T R The rotation center C is the instantaneous and virtual center of rotation generated in the vehicle body 101 by the transmission, and is predetermined by the specific configuration of the rear suspension 32, etc. The rotation center C is the virtual rotation center O determined by the suspension geometry as described above. F ,O R And, front torque T F and rear torque T R The distribution of and the practical center of rotation of the vehicle body 101 are determined by these. Also, the anti-scat angle θ F In the XZ plane, the rotation center of the front wheel 21 and the virtual rotation center O F It is the angle formed by the line connecting the two points and the line parallel to the road surface. Similarly, the anti-scut angle θ R In the XZ plane, the rotation center of the rear wheel 26 and the virtual rotation center O R It is the angle formed by the line connecting the two points and the line parallel to the road surface.

[0031] Figure 3 is an explanatory diagram showing the rotation center C of the vehicle body 101 and its changes. As shown in Figure 3, the driving force distribution between the front wheels 21 and the rear wheels 26 is set to a predetermined standard state according to the electric power consumption, etc. (for example, the front wheel driving force F F : Rear-wheel drive force F R When the rotation center C is in a state of =50:50, the rotation center C STD Let's assume the front-wheel drive force is F. F As it increases, the rotation center C of the vehicle body 101 becomes the rotation center C of the standard state. STD It moves from that position to the front of the electric vehicle 100. And when the total driving force TQ is generated only by the front wheels 21, that is, F F :F R If =100:0, the rotation center C of the vehicle body 101 is the forward rotation center C 100:0 It reaches [a certain point]. Meanwhile, the rear-wheel drive force F R As it increases, the rotation center C of the vehicle body 101 becomes the rotation center C of the standard state. STD It moves from that position to the rear of the electric vehicle 100. And when the total driving force TQ is generated only by the rear wheels 26, that is, F F :F R If = 0:100, the rotation center C of the vehicle body 101 is the rearmost rotation center C 0:100 Therefore, in the electric vehicle 100, the rotation center C of the vehicle body 101 is determined by the driving force distribution of the front wheels 21 and the rear wheels 26, and is the forwardmost rotation center C. 100:0 From the rearmost rotation center C 0:100 It can be adjusted within the range.

[0032] In this embodiment, the controller 12 selectively performs two different types of attitude control based on the distribution of driving force between the front wheels 21 and the rear wheels 26, as described above. The first attitude control is "pitch angle suppression control". The second attitude control is "head movement suppression control".

[0033] <Pitch Angle Suppression Control> In pitch angle suppression control, the vehicle body 101 is the object whose attitude is controlled. That is, in pitch angle suppression control, the pitch angle θ PThe occurrence and fluctuation of pitch angle suppression are suppressed. More specifically, pitch angle suppression control is attitude control that asymptotically brings the attitude of the vehicle body 101 toward a predetermined target attitude and maintains it. In this embodiment, the anti-scat angle θ of the rear suspension 32 R The anti-scat angle θ of the front suspension 31 is F It is larger than (see Figure 2). Therefore, by controlling the pitch angle, for example, during acceleration, the pitch angle θ P When suppressing or reducing the increase of the force, the controller 12 relatively increases the distribution of driving force to the rear wheels 26.

[0034] Here, we have explained the relationship between the chassis system configuration and pitch angle suppression control during acceleration. However, the controller 12 also performs pitch angle suppression control during deceleration by adjusting the driving force distribution between the front wheels 21 and the rear wheels 26. However, during deceleration, contrary to the above, the electric vehicle 100 assumes a posture in which the front part sinks (a so-called nose-dive posture), so the controller 12 adjusts the driving force distribution between the front wheels 21 and the rear wheels 26 accordingly.

[0035] <Head movement suppression control> Head movement suppression control is applied to the target seat S S The head of the occupant in question is the target of attitude control. In other words, in head movement suppression control, the movement of the occupant's head is suppressed, and as a result, motion sickness in the occupant is suppressed. More specifically, head movement suppression control is attitude control that moves the rotation center C of the vehicle body 101 in such a way that the movement of the occupant's head is suppressed. For this reason, head movement suppression control controls the pitch angle θ generated by the acceleration and deceleration of the electric vehicle 100. P This can sometimes amplify fluctuations.

[0036] Figure 4 shows the reference position (C) set for the rotation center C in head movement suppression. α or C βThis is an explanatory diagram illustrating the following. As shown in Figure 4, in this embodiment, occupant P1 is seated in the front seat 33 and occupant P2 is seated in the rear seat 34. When occupant P1 is seated in the front seat 33, occupant P1's head H1 is approximately located at position L1 in the longitudinal direction of the electric vehicle 100. Similarly, when occupant P2 is seated in the rear seat 34, occupant P2's head H2 is approximately located at position L2 in the longitudinal direction of the electric vehicle 100. In other words, the positions of the heads H1 and H2 of each occupant P1 and P2 are generally determined by being seated in the seats.

[0037] Therefore, when performing head movement suppression control, the controller 12 adjusts the driving force distribution of the front wheels 21 and the rear wheels 26 to determine a general reference position (hereinafter referred to as the reference position) for the position where the rotation center C should be moved, for the target seat S S The settings will be determined according to your selection.

[0038] Target seat S S If the front seat 33 is selected, the controller 12 sets the position L1 where the head H1 of the occupant P1 seated in the front seat 33 is located as the reference position. Then, the controller 12 sets the rotation center C of the vehicle body 101 to the standard rotation center C STD From there, the rotation center C on position L1 set as the reference position. α The torque distribution between the front wheels 21 and the rear wheels 26 is adjusted to move to the target seat S. S If the rear seat 34 is selected, the controller 12 sets the reference position to the position L2 where the head H2 of the occupant P2 seated in the rear seat 34 is located. Then, the controller 12 sets the rotation center C of the vehicle body 101 to the standard rotation center C STD From there, the rotation center C on position L2 set as the reference position. β The power distribution between the front wheels 21 and the rear wheels 26 is adjusted to move in that direction.

[0039] Note that the rotation center C of the vehicle body 101 is normally located below the heads H1, H2 of the occupants P1, P2 (toward the direction where the road surface is located), and moves in the front-rear direction depending on the driving force distribution between the front wheels 21 and the rear wheels 26. Therefore, when the position L1 is used as the reference position, the rotation center C after adjustment by the head movement suppression control α does not coincide with the head H1 of the occupant P1, and is positioned around the body B1 of the occupant P1. Similarly, when the position L2 is used as the reference position, the rotation center C after adjustment β does not coincide with the head H2 of the occupant P2, and is positioned around the body B2 of the occupant P2.

[0040] FIG. 5 is an explanatory diagram showing the relationship between the position of the rotation center C, and the movement direction and movement amount of the head H1 of the occupant P1. As shown in FIG. 5, here, the occupant P1 in the front seat 33 is the target occupant, and the rotation center C of the vehicle body 101 is changed from the standard rotation center C by the head movement suppression control STD to the rotation center C on the position L1 α .

[0041] When the rotation center C of the vehicle body 101 is at the standard rotation center C STD and rotation of the vehicle body 101 by a pitch angle θ P occurs, the head H1 of the occupant P1 moves along an arc centered on the standard rotation center C STD . Therefore, the movement amount of the head H1 when the rotation center C of the vehicle body 101 is at the standard rotation center C STD can be approximately calculated using the pitch angle θ P and the distance r from the standard rotation center C STD to the head H1 STD , and is approximately on the order of r STD ·θ P .

[0042] Similarly, when the rotation center C of the vehicle body 101 has been moved to the rotation center C on the position L1 α and rotation of the vehicle body 101 by a pitch angle θ P occurs, the head H1 of the occupant P1 moves along an arc centered on the rotation center C after movement α . Therefore, when the rotation center C of the vehicle body 101 is the rotation center C after movement by the head movement suppression controlα The amount of movement of the head H1 when in is the pitch angle θ P and the center of rotation C α the distance r from to the head H1 α can be approximately estimated using and, approximately r α ·θ P is on the order of .

[0043] And, the center of rotation C after movement α the distance r from to the head H1 α is shorter than the distance r from the standard center of rotation C STD to the head H1 STD .

[0044] Therefore, when rotation causing a certain pitch angle θ P occurs in the vehicle body 101, the center of rotation C of the vehicle body 101 is moved to the reference position (L1) or the center of rotation (C α ) in the vicinity thereof by head movement suppression control, and is maintained at the reference position (L1) or in the vicinity thereof, whereby the amount of movement of the head H1 is reduced. As a result, motion sickness of the occupant P1 or the occurrence thereof is suppressed.

[0045] When the center of rotation C of the vehicle body 101 is at the standard center of rotation C STD , the movement direction of the head H1 is a direction inclined with respect to a direction parallel to the road surface (here, the horizontal direction). In contrast, when the center of rotation C of the vehicle body 101 is moved to the center of rotation (C α ) at the reference position (L1) by the head movement suppression control, the movement direction of the head H1 becomes substantially a direction parallel to the road surface (horizontal direction).

[0046] Note that the reference position may be set according to a range instead of being one pinpoint point. For example, when the target seat S S is the front seat 33, a point matching the position L1 or a predetermined range including the position L1 can be set as the reference position. The predetermined range including the position L1 is predetermined in advance by experiments, simulations, or the like. This is the same when the target seat S S is the rear seat 34. That is, the target seat S SIf the rear seat 34 is the reference position, a point coinciding with position L2, or a predetermined range including position L2, can be set as the reference position. Therefore, in this embodiment, the movement of the rotation center C to the reference position is equal to the pitch angle θ. P This refers to moving the rotation center C closer to the positions L1 and L2 where the heads H1 and H2 are located, so that the amount of movement of the heads H1 and H2 when this occurs is substantially reduced.

[0047] <Configuration for attitude control> Figure 6 is a block diagram showing the configuration of the controller 12 for attitude control. As shown in Figure 6, the controller 12 includes a total drive force calculation unit 41, a basic distribution calculation unit 42, an attitude control calculation unit 43, a head movement detection unit 44, a drive force setting unit 45, a front motor control unit 46, and a rear motor control unit 47.

[0048] The total driving force calculation unit 41 calculates the total driving force TQ based on the operation of the accelerator pedal. The total driving force TQ is the required driving force for the electric vehicle 100. For example, the total driving force calculation unit 41 calculates the accelerator opening A PO It has a map that associates the total driving force TQ with the accelerator opening A, and by referring to this map, PO The total driving force TQ corresponding to this is calculated.

[0049] Furthermore, the total driving force calculation unit 41 calculates the accelerator opening A as described above. PO Instead of calculating the total driving force TQ based on the driver's actions, the total driving force TQ can be calculated based on commands from an ADAS (Advanced Drive Assistance System) or AD (Autonomous Driving) system, etc. Since these systems are systems that substitute for the driver's operation of the accelerator pedal, the calculation of the total driving force TQ performed by the total driving force calculation unit 41 based on commands from these systems is essentially a calculation based on the operation of the accelerator pedal.

[0050] The basic distribution calculation unit 42 distributes the total driving force TQ to the front wheels 21 and rear wheels 26 according to the basic distribution. The basic distribution is a driving force distribution determined to achieve the best possible energy efficiency while ensuring driving stability, and is predetermined by experimentation or simulation. For example, if the front motor 23 and the rear motor 28 are of the same type and the electric vehicle 100 is traveling on a flat road at a constant speed, the basic distribution is front wheels:rear wheels = 50:50. The basic distribution may change depending on the specific driving conditions of the electric vehicle 100 (steering conditions, etc.).

[0051] In this embodiment, the basic distribution calculation unit 42 calculates the first front torque target value T based on the basic distribution and the total driving force TQ. F1 * , and the first rear torque target value T R1 * The first front torque target value T is calculated. F1 * This is the front-wheel drive force F according to the basic distribution. F This is the target value for the front motor torque that generates torque on the front wheel 21. First rear torque target value T R1 * This is the rear-wheel drive force F according to the basic distribution. R This is the target value for the rear torque that will be generated at the rear wheel 26. Below, the first front torque target value T F1 * and the first rear torque target value T R1 * The combination of the basic drive force distribution (T F1 * ,T R1 * )

[0052] The attitude control calculation unit 43 calculates the corrected driving force distribution (T) which is the driving force distribution for controlling the attitude of the electric vehicle 100. F2 * ,T R2 * ) is calculated. Corrected drive force distribution (T F2 * ,T R2 * ) refers to the posture of the electric vehicle 100, that is, the pitch angle θ of the vehicle body 101. PThe final front torque target value (hereinafter referred to as the second front torque target value T) for controlling the , F2 * (hereinafter referred to as the second rear torque target value T) and rear torque target value (hereinafter referred to as the second rear torque target value T) R2 * This is a combination of the above.

[0053] Target seat S S If not selected, the attitude control calculation unit 43 calculates the pitch angle θ. P Corrected drive force distribution (T) that suppresses the occurrence or fluctuation of the event. F2 * ,T R2 * ) is calculated. That is, the target seat S S When this option is not selected and there are no passengers prone to motion sickness, the attitude control calculation unit 43 implements a corrected driving force distribution (T) to achieve pitch angle suppression control. F2 * ,T R2 * ) is calculated.

[0054] Meanwhile, seat S S If selected, the attitude control calculation unit 43 determines the target seat S S Corrected driving force distribution (T) that suppresses head movement of the seated occupant. F2 * ,T R2 * ) is calculated. That is, the target seat S S When this is selected and there is an occupant prone to motion sickness, the attitude control calculation unit 43 implements a corrected driving force distribution (T) to suppress head movement control for the target occupant. F2 * ,T R2 * ) is calculated. Therefore, the corrected drive force distribution (T) for controlling the attitude of the electric vehicle 100 is calculated. F2 * ,T R2 * The effect on the electric vehicle 100 differs depending on whether pitch angle suppression control or head movement suppression control is performed.

[0055] Furthermore, corrected drive force distribution (T) is used to achieve head movement suppression control. F2 * ,T R2 * When calculating ), the attitude control calculation unit 43 calculates at least the target seat S S Based on the selection, corrected drive force distribution (T F2 * ,T R2 * ) is calculated. In particular, in this embodiment, a corrected driving force distribution (T) is calculated to realize head movement suppression control. F2 * ,T R2 * When calculating the target seat S, the attitude control calculation unit 43 obtains the detection result regarding the movement of the target occupant's head from the head movement detection unit 44. Then, the attitude control calculation unit 43 calculates the target seat S S Based on the detection results regarding the movement of the target occupant's head, the corrected driving force distribution (T F2 * ,T R2 * ) is calculated.

[0056] The head movement detection unit 44 detects at least the target seat S S When selected, target detection signal S D Based on this, target seat S S The movement of the target occupant's head is detected. Specifically, the head movement detection unit 44 detects the amount of head movement and the direction of movement (direction of force acting on the head) of the target occupant's head by calculating the position, velocity, acceleration, etc., or all or part of these parameters. The detection result regarding the movement of the target occupant's head (hereinafter referred to as the head movement detection result) is used in the attitude control calculation unit 43 to calculate the corrected driving force distribution (T) for head movement suppression control, as described above. F2 * ,T R2 * It is used in the calculation of ).

[0057] In this embodiment, the head movement detection unit 44 detects the target seat S SThe head position relative to position L1 or position L2 is detected as the amount of head movement of the target occupant. The head movement detection unit 44 also detects the direction of movement based on the acceleration of the target occupant's head.

[0058] Furthermore, in this embodiment, the target detection signal S D Since the image or video is of the target occupant, the head movement detection unit 44 detects the movement of the target occupant's head by analyzing the image or video.

[0059] The drive force setting unit 45 sets the distribution of the drive force generated by the front wheels 21 and the rear wheels 26 to the basic drive force distribution (T F1 * ,T R1 * ) or corrected drive force distribution (T F2 * ,T R2 * ) is set to one of the following. For example, when attitude control is turned on by setting, etc., or when the execution of attitude control is permitted, the drive force distribution of the front wheels 21 and rear wheels 26 is corrected drive force distribution (T F2 * ,T R2 * ) is set. On the other hand, when attitude control is turned off due to settings, etc., or when the execution of attitude control is not permitted, the drive force setting unit 45 sets the drive force distribution of the front wheels 21 and rear wheels 26 to the basic drive force distribution (T F1 * ,T R1 * Set to (T). In this embodiment, for simplicity, it is assumed that attitude control is turned on by settings, etc., or that the execution of attitude control is permitted. That is, below the drive force setting unit 45 sets the drive force distribution of the front wheels 21 and the rear wheels 26 to corrected drive force distribution (T F2 * ,T R2 * It shall be set to ).

[0060] The drive force setting unit 45 actually adjusts (sets) the drive force distribution, thereby moving the rotation center C of the vehicle body 101. In other words, the drive force setting unit 45 is the attitude control execution unit, and when performing pitch angle suppression control, it moves the rotation center C of the vehicle body 101, thereby controlling the generated pitch angle θ. P When moving accordingly and performing head movement suppression control, the rotation center C of the vehicle body 101 is moved to the reference position.

[0061] The front motor control unit 46 controls the front motor 23 via the front inverter 22 so that the driving force set by the driving force setting unit 45 is generated at the front wheels 21. The first front torque target value T commands the basic driving force. F1 * When this is input, the front motor control unit 46 controls the front motor 23 to set the first front torque target value T F1 * Front Torque T corresponding to F This generates a second front torque target value T, which commands a corrective driving force for attitude control. F2 * When this is input, the front motor control unit 46 controls the front motor 23 to set the second front torque target value T F2 * Front Torque T corresponding to F This generates the front-wheel drive force F. F It is controlled to either the basic driving force or the compensatory driving force.

[0062] The rear motor control unit 47 controls the rear motor 28 via the rear inverter 27 so that the driving force set by the driving force setting unit 45 is generated at the rear wheels 26. The first rear torque target value T commands the basic driving force. R1 * When this is input, the rear motor control unit 47 controls the rear motor 28 to set the first rear torque target value T R1 * Rear Torque T corresponding to R This generates a second rear torque target value T, which commands a corrective driving force for attitude control. R2 *When this is input, the rear motor control unit 47 controls the rear motor 28 to set the second rear torque target value T R2 * Rear Torque T corresponding to R This generates rear-wheel drive force F. R It is controlled to either the basic driving force or the compensatory driving force.

[0063] The front motor control unit 46 and the rear motor control unit 47 are configured to control the basic driving force distribution (T F1 * ,T R1 * ) or corrected drive force distribution (T F2 * ,T R2 * A drive wheel control unit is configured to control (drive) the front wheels 21 and rear wheels 26 in accordance with the above.

[0064] Figure 7 is a block diagram showing the configuration of the attitude control calculation unit 43. As shown in Figure 7, the attitude control calculation unit 43 includes a reference position setting unit 51, a correction position calculation unit 52, and a correction distribution calculation unit 53.

[0065] The reference position setting unit 51 is for the target seat S S When selected, the selected target seat S in the longitudinal direction of the electric vehicle 100 S A reference position is set accordingly. For example, if the front seat 33 is the target seat S S When this is the case, the reference position setting unit 51 sets the "position L1" where the head H1 of occupant P1 in the front seat 33 is located as the reference position. Similarly, when the rear seat 34 is the target seat S S In this case, the reference position setting unit 51 sets the "position L2" where the head H2 of occupant P2 in the rear seat 34 is located as the reference position. The reference position information set by the reference position setting unit 51 is input to the correction position calculation unit 52.

[0066] The correction position calculation unit 52 calculates a correction position that moves around the reference position in accordance with the actual movement of the occupant's head, based on the set reference position and the head movement detection result from the head movement detection unit 44. In other words, the correction position is the target movement position of the rotation center C, which has been finely adjusted in accordance with the actual movement of the occupant's head.

[0067] Figure 8 is an explanatory diagram showing the correction position. Figure 8(A) shows the movement of the target occupant's head when the rotation center C of the vehicle body 101 is maintained at the rotation center on the reference position. Figure 8(B) shows the movement of the target occupant's head when the rotation center C of the vehicle body 101 moves around the reference position to follow the correction position. In Figure 8, the reference position is position L1, and the target occupant is occupant P1.

[0068] As shown in Figure 8(A), the rotation center C of the vehicle body 101 is the rotation center C at position L1. α In that case, the pitch angle θ of the vehicle body 101 P When a rotation occurs that causes this, the head H1 of the occupant P1 moves roughly in the forward and backward direction, and the amount of movement is r α ·θ P This is the extent of the rotation. Here, as shown in Figure 8(B), the rotation center C of the vehicle body 101 is centered on the reference position L1, with a pitch angle θ. P Corresponding width (amount of head movement (r α ·θ P If the head H1 is moved in the opposite direction to its direction of movement within a certain range, the amount of movement of the head H1 can be further reduced and maintained at virtually zero.

[0069] Thus, when the rotation center C of the vehicle body 101 is moved around position L1, the rotation center C when the electric vehicle 100 is at its furthest forward position is "C α + The rotation center C when it is at its furthest rear is "C α - And the rotation center C is at position L1. α With the center of rotation at the front end C α + and the center of rotation C at the rear end α -The position of the rotation center C at each time point during the movement process is the corrected position. Therefore, the corrected position calculated by the corrected position calculation unit 52 is the target position of the rotation center C corrected by feeding back the movement of the head H1 of the specific occupant P1.

[0070] The correction distribution calculation unit 53 (see Figure 7) redistributes the total driving force TQ, or the basic driving force distribution (T F1 * ,T R1 * By correcting ), the corrected drive force distribution (T F2 * ,T R2 * ) is calculated.

[0071] Target seat S S When this is selected and the correction position calculation unit 52 inputs the correction position to the correction distribution calculation unit 53, the correction distribution calculation unit 53 calculates the corrected driving force distribution (T) for head movement suppression control that causes the rotation center C of the vehicle body 101 to follow the correction position. F2 * , T R2 * ) is calculated. This corrected driving force distribution (T) for head movement suppression control is calculated. F2 * , T R2 * The front motor 23 and rear motor 28 are driven accordingly, thereby suppressing the movement of the occupant's head.

[0072] Meanwhile, seat S S If this is not selected and the correction position calculation unit 52 does not input a correction position to the correction distribution calculation unit 53, the correction distribution calculation unit 53 calculates, for example, a corrected driving force distribution (T) for pitch angle suppression control based on the vehicle model of the electric vehicle 100. F2 * , T R2 * ) is calculated. This corrected driving force distribution (T) for pitch angle suppression control is calculated. F2 * , T R2 *The front motor 23 and rear motor 28 are driven according to the following, and the pitch angle θ P It is controlled to a predetermined target pitch angle.

[0073] The correction position calculation unit 52 may be omitted. In this case, the correction distribution calculation unit 53 obtains the reference position from the reference position setting unit 51 and calculates the correction driving force distribution (T) for head movement suppression control so that the rotation center C of the vehicle body 101 becomes the reference position. F2 * , T R2 * In this embodiment, as described above, the correction position calculation unit 52 calculates the correction position and calculates the correction driving force distribution (T) for head movement suppression control that causes the rotation center C of the vehicle body 101 to follow the correction position. F2 * , T R2 * ) is calculated.

[0074] <effect> The following describes the operation of the head movement suppression control of the electric vehicle 100 configured as described above.

[0075] Figure 9 is a flowchart relating to head movement suppression control. As shown in Figure 9, in step S10, the seat selector 13 selects the target seat S in which the occupant whose motion sickness should be suppressed will sit. S Upon accepting the selection, in step S11, the reference position setting unit 51 sets the target seat S S Check whether it is the driver's seat or the passenger seat. In step S11, the target seat S S If it is the driver's seat or passenger seat, i.e., the target seat S S If the seat is the front seat 33, the process proceeds to step S12, where the reference position setting unit 51 sets the reference position to the position L1 of the head H1 of the occupant P1 sitting in the front seat 33. On the other hand, in step S11, the target seat S S If it is the rear seat 34, the process proceeds to step S13, where the reference position setting unit 51 sets the reference position to the position L2 of the head H2 of the occupant P2 sitting in the rear seat 34.

[0076] Furthermore, in step S14, the head movement detection unit 44 detects the target seat S S The movement of the target occupant's head, that is, the amount and direction of the occupant's head movement, is detected. Then, in step S15, the correction position calculation unit 52 calculates the correction position based on the reference position and the head movement detection result from the head movement detection unit 44.

[0077] In step S16, the correction distribution calculation unit 53 calculates the corrected driving force distribution (T) for head movement suppression control, which causes the rotation center C of the vehicle body 101 to follow the corrected position. F2 * , T R2 * ) is calculated. Then, in step S17, the drive force setting unit 45 calculates the corrected drive force distribution (T) for head movement suppression control. F2 * , T R2 * By setting ), corrected drive force distribution (T F2 * , T R2 * The front wheels 21 and rear wheels 26 are driven according to the following.

[0078] Figure 10 shows the position of the occupant's head X. H , pitch angle θ P , and Torque T F ,T R This graph schematically shows the progression. Figure 10 shows an example of a driving scene in which the electric vehicle 100 starts moving when the accelerator is operated at time t0, starting from a stationary state. Figures 10(A) to 10(C) show the parameters in a comparative example in which head movement suppression control is not performed and pitch angle suppression control is continued. Figures 10(D) to 10(D) show the parameters in this embodiment in which head movement suppression control is performed according to this embodiment. Note that the dashed lines in Figure 10 show the parameters in a reference example in which attitude control is not performed, i.e., neither head movement suppression control nor pitch angle suppression control is performed.

[0079] In the comparative example where pitch angle suppression control is performed, when the electric vehicle 100 starts, as shown in Figure 10(B), the vehicle body 101 nose-up causes the pitch angle θP When this occurs, the corrective drive force distribution (T) is activated to suppress nose-up. F2 * , T R2 * By setting ), the front torque T F and rear torque T R This is adjusted. As a result, as shown in Figure 10(B), the pitch angle θ is higher than in the reference example without attitude control (dashed line). P This is reduced.

[0080] At this time, as shown in Figure 10(A), the head of the occupant in question is at a pitch angle θ. P In response to fluctuations, it moves oscillatingly, for example, back and forth, before asymptotically approaching the reference position (zero position). Furthermore, pitch angle suppression control controls the pitch angle θ P This is reduced, and compared to a reference example without attitude control (dashed line), pitch angle suppression control suppresses the movement of the occupant's head.

[0081] Even when performing the head movement suppression control of this embodiment, when the electric vehicle 100 starts moving, as shown in Figure 10(E), the vehicle body 101 nose-up and the pitch angle θ P However, this does not change the fact that this occurs. However, in the head movement suppression control of this embodiment, the rotation center C of the vehicle body 101 is approximately the target seat S S The vehicle is moved to a reference position corresponding to this. Therefore, as shown in Figure 10(F), the driving force distribution of the front wheels 21 and rear wheels 26 differs in the head movement suppression control compared to the pitch angle suppression control. Therefore, as shown in Figure 10(E), the pitch angle θ is different from that of the reference example (dashed line) where attitude control is not performed, for example, in the vicinity of time t1. P In some cases, this can become larger. On the other hand, as shown in Figure 10(D), the movement of the occupant's head is reduced compared to when pitch angle suppression control is performed. In particular, front torque T F and rear torque T R For the period after the convergence time t2, the position X of the target occupant's head. HThe difference is clear when comparing them. Therefore, with the head movement suppression control of this embodiment, the movement of the occupant's head is suppressed particularly well, and thus motion sickness in the occupant is suppressed.

[0082] Furthermore, in the head movement suppression control of this embodiment, the position in which the rotation center C of the vehicle body 101 moves around the reference position is vibratoryly adjusted so as to follow a corrected position that is fed back the detection result of the movement of the target occupant's head. As a result, as shown in Figure 10(F), the front torque T is lower than when pitch angle suppression control is performed. F and rear torque T R This changes oscillatingly. In particular, near time t1, as shown in Figure 10(E), the tilt of the vehicle body 101 in the longitudinal direction (pitch angle θ) is greater than when the rotation center C of the vehicle body 101 is maintained at the reference position. P ) increases. As a result, as shown in Figure 10(D), the head movement suppression control reduces the rebound of the occupant's head near time t1. Compared to the pitch angle suppression control, which causes a large rebound of the occupant's head near time t1, as shown in Figure 10(A), the rebound reduction effect of the head movement suppression control in this embodiment is clear.

[0083] Thus, in the head movement suppression control of this embodiment, the movement (especially the amount of movement) of the occupant's head can be suppressed more directly and effectively than in pitch angle suppression control by moving the rotation center C of the vehicle body 101 to a reference position. Furthermore, in the head movement suppression control of this embodiment, the rebound (vibration) that occurs in the occupant's head can be suppressed by making the rotation center C of the vehicle body 101 follow the correction position. Therefore, motion sickness in the occupant is suppressed better in the head movement suppression control of this embodiment than in the conventional method.

[0084] [Second Embodiment] In the first embodiment described above, the front suspension 31 and the rear suspension 32 have predetermined heights and damping forces. However, when the front suspension 31 and the rear suspension 32 are so-called active suspensions and their heights and damping forces are adjustable, it is preferable to adjust the front suspension 31 and the rear suspension 32 together in the head movement suppression control. In the second embodiment described below, the length (height) and damping force of the front suspension 31 and the rear suspension 32 are adjustable, and the adjustment of the front suspension 31 and the rear suspension 32 is performed together in the head movement suppression control.

[0085] Figure 11 is an explanatory diagram showing the range of movement of the rotation center C when adjusting both the drive force distribution and the suspension.

[0086] For example, by adjusting the length (height) of the front suspension 31 or the rear suspension 32, the vehicle height at the front of the electric vehicle 100 is lowered relative to the vehicle height at the rear, resulting in the vehicle body 101 adopting a posture similar to that of a vehicle that is nose-diving from the start. Therefore, adjusting the suspension to lower the vehicle height at the front of the electric vehicle 100 has substantially the same effect as adjusting the drive force distribution to suppress nose-up. In the electric vehicle 100 of this embodiment, adjusting the suspension to lower the vehicle height at the front of the electric vehicle 100 corresponds to adjusting the drive force distribution to the rear wheels 26 during acceleration. This has substantially the same effect as moving the rotation center C of the vehicle body 101 to the rear. Therefore, by adjusting the suspension to lower the vehicle height at the front of the electric vehicle 100, the range of variation of the rotation center C due to the adjustment of the drive force distribution is substantially changed (transitioned or expanded) to the rear.

[0087] On the other hand, by adjusting the length (height) of the front suspension 31 and the rear suspension 32, the vehicle height at the rear of the electric vehicle 100 is lowered relative to the vehicle height at the front, resulting in the vehicle body 101 adopting a posture similar to that of a vehicle with its nose up from the start. Therefore, adjusting the suspension to lower the vehicle height at the rear of the electric vehicle 100 has substantially the same effect as adjusting the drive force distribution to suppress nose dive. In the electric vehicle 100 of this embodiment, adjusting the suspension to lower the vehicle height at the rear of the electric vehicle 100 corresponds to adjusting the drive force distribution to the front wheels 21 during deceleration. This has substantially the same effect as moving the rotation center C of the vehicle body 101 forward. Therefore, by adjusting the suspension to lower the vehicle height at the rear of the electric vehicle 100, the range of variation of the rotation center C due to the adjustment of the drive force distribution is substantially shifted forward or expanded.

[0088] Furthermore, when adjusting the damping force (stiffness) of the front suspension 31 or the rear suspension 32, the range of variation of the rotation center C due to the adjustment of the driving force distribution is substantially transitioned or expanded, similar to the case of adjusting the vehicle height as described above.

[0089] Therefore, as shown in Figure 11, by also adjusting the suspension, the range of variation of the rotation center C becomes wider than the range of variation R0 due to adjustment of the driving force distribution alone, and the rotation center C effectively becomes wider than the range of variation R EX It can be adjusted within this range.

[0090] Furthermore, increasing the damping force of both the front suspension 31 and the rear suspension 32 suppresses changes in the posture of the electric vehicle 100. That is, the pitch angle θ P The occurrence and fluctuation of this are suppressed. Therefore, in head movement suppression control, if the damping force of both the front suspension 31 and the rear suspension 32 is increased, the pitch angle θ P As this becomes smaller, the amount of head movement of the target occupant (r α ·θ P This reduces motion sickness in the affected passengers.

[0091] Figure 12 is a flowchart relating to head movement suppression control when the movement of the rotation center C is assisted by adjusting the suspension. As shown in Figure 12, in step S20, the seat selector 13 selects the target seat S in which the occupant whose motion sickness should be suppressed is seated. S Upon accepting the selection, in step S21, the reference position setting unit 51 sets the target seat S S Check whether it is the driver's seat or the passenger seat (front seat 33). In step S21, the target seat S S If it is the driver's seat or passenger seat, the process proceeds to step S22, where the reference position setting unit 51 sets the reference position to the position L1 of the head H1 of the occupant P1 sitting in the front seat 33. On the other hand, in step S11, the target seat S S If the rear seat 34 is selected, the process proceeds to step S23, in which the reference position setting unit 51 sets the reference position to the position L2 of the head H2 of the occupant P2 sitting in the rear seat 34. These steps are the same as in the first embodiment.

[0092] Subsequently, in step S24, the controller 12 checks whether it is possible to move the rotation center C of the vehicle body 101 to a set reference position by adjusting the drive force distribution alone. For each suspension setting, the range (R0) in which the rotation center C can be moved by adjusting the drive force distribution can be calculated. Therefore, the controller 12 checks whether it is possible to move the rotation center C of the vehicle body 101 to a set reference position by calculating the range (R0) in which the rotation center C can be moved by adjusting the drive force distribution according to the suspension setting. In this case, the controller 12 functions as a rotation center movement range calculation unit that calculates the range (R0) in which the rotation center C can be moved by adjusting the drive force distribution.

[0093] In step S24, if it is determined that the set reference position is within the range (R0) in which the rotation center C can be moved by adjusting the drive force distribution, the process proceeds to step S26, where the amount and direction of movement of the target occupant's head are detected, and in step S27, a correction position corresponding to the specific amount and direction of movement of the target occupant's head is calculated. Then, in step S28, a correction drive force distribution (T) for head movement suppression control is calculated to make the rotation center C of the vehicle body 101 follow the correction position. F2 * , T R2 * ) is calculated, and in step S29, the corrected driving force distribution (T) for head movement suppression control is calculated. F2 * , T R2 * The front wheels 21 and rear wheels 26 are driven according to the following. Each of these steps is the same as in the first embodiment.

[0094] On the other hand, if in step S24 it is determined that the set reference position is not within the range (R0) in which the rotation center C can be moved by adjusting the drive force distribution, the process proceeds to step S25. In step S25, the controller 12 adjusts the front suspension 31 or the rear suspension 32. This changes the balance of the vehicle height of the electric vehicle 100, the damping force of the suspension, or both, and the range in which the rotation center C can be moved by adjusting the drive force distribution is expanded to include the reference position with sufficient margin to accommodate the variation in the correction position (R EX The process then transitions to or extends to step S26. Steps S26 and beyond are as described above.

[0095] Thus, in head movement suppression control, assisting the movement of the rotation center C by adjusting the suspension suppresses the movement of the occupant's head even when the reference position is not within the range (R0) in which the rotation center C can be moved by adjusting the driving force distribution. As a result, motion sickness in the occupant can be suppressed more reliably.

[0096] Figure 13 shows the pitch angle θ. PThis is a flowchart relating to head movement suppression control when the occurrence and fluctuation of [unclear] are assisted by suspension adjustment. As shown in Figure 13, the pitch angle θ P When the suppression of the occurrence and fluctuation of is assisted by adjusting the suspension, each step from the selection of the target seat SS (step S10) to the driving of the front wheels 21 and rear wheels 26 (step S17) is the same as in the first embodiment. Then, in step S17, corrected driving force distribution (T F2 * , T R2 * When the front wheels 21 and rear wheels 26 are driven according to the above, the process proceeds to step S31, where the controller 12 checks whether the movement of the target occupant's head has been suppressed. For example, the controller 12 monitors the head movement detection result from the head movement detection unit 44 to check whether the movement of the target occupant's head has been suppressed. In this embodiment, the controller 12 sets a movement threshold for the amount of movement of the target occupant's head (displacement relative to the reference position) and sets an acceleration threshold for the acceleration of the target occupant's head. The controller 12 then determines that the movement of the target occupant's head has been suppressed when the detected amount of movement is less than or equal to the movement threshold and the detected acceleration is less than or equal to the acceleration threshold. In this case, the controller 12 functions as a head movement suppression determination unit.

[0097] In step S31, if it is determined that the movement of the occupant's head is suppressed, there is no need to adjust the suspension, and the calculation for this control cycle ends. On the other hand, if it is determined in step S31 that the movement of the occupant's head is not suppressed, the process proceeds to step S32. In step S32, the controller 12 increases the damping force of the front suspension 31 and the rear suspension 32, thereby controlling the pitch angle θ P This suppresses the occurrence and fluctuation of the target occupant's head. As a result, the probability that head movement of the target occupant will be suppressed in the next control cycle increases.

[0098] Thus, in head movement suppression control, pitch angle θ PBy assisting in the suppression of the occurrence and fluctuation of motion sickness through suspension adjustments, the movement of the occupant's head can be more reliably suppressed. As a result, motion sickness in the occupant can be more reliably suppressed.

[0099] Furthermore, among the suspension adjustments in the second embodiment described above, the adjustments of the front suspension 31 and rear suspension 32, which change the vehicle height or damping force, can also be used to adjust the direction of movement of the occupant's head. For example, the rotation center C of the vehicle body 101 moves forward and backward of the electric vehicle 100 by adjusting the drive force distribution, so the head movement that is easily suppressed by adjusting the drive force distribution is the movement in the forward and backward direction of the electric vehicle 100. For this reason, the more the direction of movement of the occupant's head aligns with the forward and backward direction of the electric vehicle 100, the more accurately and reliably the movement of the occupant's head can be suppressed by adjusting the drive force distribution. Therefore, by adjusting the suspension (adjusting the vehicle height or damping force) to match the direction of movement of the occupant's head with the forward and backward direction of the electric vehicle 100, the movement of the occupant's head can be accurately and reliably suppressed by head movement suppression control. For this reason, motion sickness of the occupant can be suppressed more reliably.

[0100] As described above, the electric vehicle control method (head movement suppression control) according to the first and second embodiments is a control method for an electric vehicle 100 that controls the posture of the vehicle body 101 in the longitudinal direction by adjusting the driving force distribution of the front wheels 21 and rear wheels 26, which are the drive wheels. In this electric vehicle control method, one of the multiple seats (target seat S) S ) accepts the selection of the seat (Target seat S) S A reference position (e.g., L1) is set according to the ). Then, by adjusting the drive force distribution, the rotation center C of the vehicle body 101 is moved to the reference position.

[0101] In this way, the rotation center C of the vehicle body 101 is the target seat S where the occupant who should be susceptible to motion sickness is seated. SWhen moved to a reference position corresponding to the pitch angle θ, the movement of the occupant's head is suppressed. In particular, the amount of head movement of the occupant, i.e., the displacement relative to the reference position, is suppressed. Furthermore, this suppression effect is controlled by the pitch angle θ. P This method is more direct and effective compared to indirectly suppressing head movement by inhibiting other factors. Therefore, according to the electric vehicle control method (head movement suppression control) according to the first and second embodiments described above, motion sickness in the occupant is more easily suppressed than in conventional methods.

[0102] In the first and second embodiments described above, in particular, the selected seat (target seat S) S The movement of the head (e.g., H1) of the occupant (target occupant) riding in the vehicle is detected, and a correction position (e.g., C) moves around a reference position (e.g., L1) in accordance with the movement of the head. α + From C α - The position of the vehicle is calculated. Then, by adjusting the drive force distribution, the rotation center C of the vehicle body 101 is moved to follow the corrected position around the reference position.

[0103] In this way, by fine-tuning the rotation center C of the vehicle body 101 around the reference position in accordance with the actual movement of the occupant's head, head movement can be further reliably suppressed. In particular, this control can absorb differences in occupant body size, muscle mass, etc. That is, a certain pitch angle θ P When this occurs, the specific amount of head movement usually differs depending on the specific physique and muscle mass of the occupant. However, the above control can accurately suppress head movement according to the occupant, regardless of individual differences in physique and muscle mass. Furthermore, a certain pitch angle θ P When the head moves due to the occurrence of motion sickness, a rebound occurs, but the above control can reduce such rebound. Therefore, motion sickness in the occupants can be particularly suppressed.

[0104] In the first and second embodiments described above, the movement of the target occupant's head (e.g., H1) is detected, including the direction of head movement and the amount of head movement. Then, a correction position (e.g., C α + From C α - The position of the head is in the opposite direction to the direction of head movement, and the amount of head movement (r α ·θ P Move according to ).

[0105] In this way, by making the rotation center C follow a corrective position that moves in the exact opposite direction to the movement of the occupant's head, the effect of suppressing head movement is particularly improved. Furthermore, the effect of suppressing head movement and reducing rebound, tailored to the occupant, is also improved.

[0106] In the first and second embodiments described above, the rotation center C of the vehicle body 101 is corrected to a position (for example, C α + From C α - By moving it to the position (θ), the inclination of the vehicle body 101 in the longitudinal direction (θ) is greater than when the rotation center C of the vehicle body 101 is maintained at the reference position (e.g., L1). P This may increase the risk.

[0107] Thus, the pitch angle θ P Moving the rotation center C of the vehicle body 101 in a direction that increases the rebound is particularly effective in reducing the rebound.

[0108] In the second embodiment described above, in addition to adjusting the power distribution, the suspension of the front wheels 21 or the rear wheels 26 is adjusted.

[0109] Thus, when the suspension is adjusted in the head movement suppression control, the range in which the rotation center C of the vehicle body 101 can change due to the adjustment of the driving force distribution is transitioned or expanded, or the pitch angle θ P This reduces head movement. As a result, head movement of the occupant is further suppressed.

[0110] In the second embodiment described above, the range (R0) over which the rotation center C of the vehicle body 101 can move by adjusting the drive force distribution is transitioned or expanded to include a reference position (e.g., L1) by adjusting the damping force of the suspension of the front wheels 21 or the rear wheels 26, or by adjusting the vehicle height using the suspension of the front wheels 21 or the rear wheels 26.

[0111] Thus, in head movement suppression control, adjusting the vehicle height of the electric vehicle 100 by adjusting the suspension, or adjusting the damping force of the suspension, shifts or expands the range in which the rotation center C of the vehicle body 101 can be varied by adjusting the driving force distribution. For this reason, even if the reference position is not within the range (R0) in which the rotation center C can be moved by adjusting the driving force distribution, the movement of the occupant's head can be suppressed. Consequently, motion sickness in the occupant can be suppressed more reliably.

[0112] In the second embodiment described above, the damping force in the suspensions of both the front wheel 21 and the rear wheel 26 is increased.

[0113] Thus, in head movement suppression control, increasing the damping force of both the front suspension 31 and the rear suspension 32 results in the attitude of the vehicle body 101 (θ P The change in ) is further suppressed. Therefore, the pitch angle θ P Even if this occurs, the amount of head movement of the occupant is suppressed. Therefore, motion sickness in the occupant can be suppressed more reliably.

[0114] In the second embodiment described above, the selected seat (target seat S) can be adjusted by adjusting the damping force of the suspension of the front wheel 21 or the rear wheel 26, or by adjusting the vehicle height using the suspension of the front wheel 21 or the rear wheel 26. S The direction of movement of the occupants' heads is aligned with the front-to-back direction of the electric vehicle 100.

[0115] Thus, by adjusting the suspension, the target seat S SBy aligning the direction of movement of the occupant's head with the longitudinal direction of the electric vehicle 100, the head movement suppression control can more accurately and reliably suppress the occupant's head movement. As a result, motion sickness in the occupant can be suppressed more reliably.

[0116] The control devices for the electric vehicle according to the first and second embodiments described above are control devices for the electric vehicle 100 that control the posture of the vehicle body 101 in the longitudinal direction by adjusting the driving force distribution between the front wheels 21 and the rear wheels 26, which are the drive wheels. This control device controls one of the multiple seats (target seat S) S A seat selection device 13 accepts the selection of the seat (target seat S), and the selected seat (target seat S) S The system includes a reference position setting unit 51 that sets a reference position (e.g., L1) according to the vehicle, and a drive force setting unit 45 that moves the rotation center C of the vehicle body 101 to the reference position (e.g., L1) by adjusting the drive force distribution.

[0117] The control device of this electric vehicle controls the rotation center C of the vehicle body 101, and the target seat S where the occupant who should be susceptible to motion sickness is seated. S Move to the corresponding reference position. This will move the target seat S S The movement of the target occupant's head is suppressed. In particular, the amount of movement of the target occupant's head, i.e., the displacement relative to the reference position, is suppressed. Furthermore, this suppression effect is controlled by the pitch angle θ. P This method is more direct and effective compared to indirectly suppressing head movement by inhibiting other factors. Therefore, according to the control devices for electric vehicles according to the first and second embodiments described above, motion sickness in the occupant is more easily suppressed than in conventional methods.

[0118] Although embodiments of the present invention have been described above, the configurations described in the above embodiments represent only a part of the application examples of the present invention and are not intended to limit the technical scope of the present invention.

Claims

1. A control method for an electric vehicle that controls the attitude of the vehicle body in the longitudinal direction by adjusting the distribution of driving force between the front and rear wheels, which are the drive wheels, The user selects one of the aforementioned seats from among multiple seats. A reference position is set according to the selected seat. The movement of the head of the occupant sitting in the selected seat is detected, In accordance with the movement of the head, a correction position is calculated that moves around the reference position, By adjusting the aforementioned drive force distribution, the rotation center of the vehicle body is moved to follow the correction position with respect to the reference position. A method for controlling electric vehicles.

2. A control method for an electric vehicle according to claim 1, The movement of the head is detected, including the direction of movement of the head and the amount of movement of the head. The correction position moves in the opposite direction to the movement of the head, according to the amount of movement of the head. A method for controlling electric vehicles.

3. A control method for an electric vehicle according to claim 1, By moving the rotation center of the vehicle body to the correction position, the inclination of the vehicle body in the longitudinal direction is increased compared to when the rotation center of the vehicle body is maintained at the reference position. A method for controlling electric vehicles.

4. A method for controlling an electric vehicle according to any one of claims 1 to 3, In addition to adjusting the aforementioned drive force distribution, the suspension of the front wheel or the rear wheel is adjusted. A method for controlling electric vehicles.

5. A control method for an electric vehicle according to claim 4, By adjusting the damping force of the front or rear suspension, or by adjusting the vehicle height using the front or rear suspension, the range in which the rotation center of the vehicle body can move due to the adjustment of the driving force distribution is transitioned or expanded to include the reference position. A method for controlling electric vehicles.

6. A control method for an electric vehicle according to claim 4, The damping force in both the front and rear suspensions is increased. A method for controlling electric vehicles.

7. A control method for an electric vehicle according to claim 4, By adjusting the damping force of the front or rear suspension, or by adjusting the vehicle height using the front or rear suspension, the direction of movement of the head of the occupant in the selected seat is made to coincide with the longitudinal direction of the electric vehicle. A method for controlling electric vehicles.

8. A control device for an electric vehicle that controls the attitude of the vehicle body in the longitudinal direction by adjusting the distribution of driving force between the front and rear wheels, which are the drive wheels, A seat selection device that accepts the selection of one of several seats, A reference position setting unit sets a reference position corresponding to the selected seat, A head movement detection unit that detects the movement of the head of an occupant sitting in the selected seat, A correction position calculation unit calculates a correction position that moves around the reference position in accordance with the movement of the head, A driving force setting unit that adjusts the driving force distribution to move the rotation center of the vehicle body to follow the correction position with respect to the reference position, A control device for electric vehicles, equipped with the following features.

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