vehicle

Abstract

To improve acceleration performance.SOLUTION: A vehicle comprises right and left front drive wheels FR and FL, right and left rear drive wheels RR and RL, a plurality of motors, a plurality of brakes, and a control device. A processor for the control device is configured to execute the following: imparting, when the vehicle accepts a predetermined operation from a driver during deceleration, drive torque equivalent to travel resistance of the vehicle to at least a part of the drive wheels FL and RL from the motors in accordance with an instruction stored in a storage medium; imparting first brake torque equal to or greater than the drive torque to at least a part of the drive wheels FL and RL from the brakes; imparting second brake torque to the remaining drive wheels from the motors; and releasing the first brake torque from the brakes imparted to at least a part of the drive wheels FL and RL when a predetermined cancellation instruction is inputted.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a vehicle. [Background Art]

[0002] A vehicle may be provided with a plurality of motors. For example, Patent Document 1 discloses an electric vehicle including a motor for driving left and right front wheels, and a motor for driving left and right rear wheels. In Patent Document 1, when a force acting between each wheel and a road surface (tire force) is larger than a limit value (F>μFz), each motor is controlled based on a target front wheel drive torque and a target rear wheel drive torque, and a target braking torque is also applied to each wheel from each hydraulic brake. As described above, when F>μFz, the behavior of the electric vehicle in the turning direction is controlled by applying braking torque to each wheel by each hydraulic brake in addition to the drive torque of the motor. [Prior Art Documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Unexamined Patent Application Publication No. 2021-142897 [Summary of the Invention] [Problem to be Solved by the Invention]

[0004] In a vehicle using a motor, the motor is switched between a drive torque for driving a wheel and a braking torque (regenerative torque) for braking the wheel. The motor rotates in opposite directions for the drive torque and the braking torque. Therefore, if the motor is suddenly switched between the drive torque and the braking torque, backlash may cause shock and noise. In order to avoid such shock and noise, the motor may gradually change the torque when the torque crosses zero. This may also be referred to as "zero-cross control".

[0005] For example, zero-cross control may be implemented when a vehicle switches from deceleration to acceleration. However, because zero-cross control involves a gradual change in torque, acceleration may be delayed. Therefore, the driver may not be able to achieve satisfactory acceleration performance.

[0006] The present invention aims to provide a vehicle capable of improving acceleration performance. [Means for solving the problem]

[0007] A vehicle according to one aspect of the present invention is The left and right front drive wheels and the left and right rear drive wheels, Multiple motors, each independently provided for one of the drive wheels, Multiple brakes, each independently provided for one of the drive wheels, A control device that controls the plurality of motors and the plurality of brakes, Equipped with, The control device includes one or more processors and one or more storage media for storing instructions executed by the processors, The aforementioned processor , When the Rival receives the specified command, When a vehicle switches from deceleration to acceleration, In accordance with the aforementioned instructions, The motor provides a driving torque equivalent to the vehicle's running resistance to at least some of the drive wheels, To apply a first braking torque equal to or greater than the driving torque to at least some of the aforementioned drive wheels from the brakes, The motor provides a second braking torque to the remaining drive wheels, When a predetermined release command is input, the first braking torque from the brake applied to at least some of the drive wheels is released, It is configured to execute. [Effects of the Invention]

[0008] According to the present invention, acceleration performance can be improved. [Brief explanation of the drawing]

[0009] [Figure 1] Figure 1 is a schematic diagram showing a vehicle according to this embodiment. [Figure 2] Figure 2 is a functional block diagram of the ECU. [Figure 3] Figure 3 shows an example of torque supplied to each drive wheel from the motor and brakes. [Figure 4] Figure 4 is a graph showing the change in torque supplied from the motor to each drive wheel. [Figure 5] Figure 5 shows an example of a vehicle's trajectory. [Figure 6] Figure 6 is a flowchart showing the operation of the control device. [Figure 7] Figure 7 shows another example of torque supplied to each drive wheel from the motor and brakes. [Figure 8] Figure 8 shows yet another example of the torque supplied to each drive wheel from the motor and brakes. [Figure 9] Figure 9 shows yet another example of the torque supplied to each drive wheel from the motor and brakes. [Modes for carrying out the invention]

[0010] Embodiments of the present invention will be described in detail below with reference to the attached drawings. The specific dimensions, materials, and numerical values ​​shown in these embodiments are merely illustrative for ease of understanding and do not limit the present invention unless otherwise specified. In the specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals to avoid redundant explanations. Elements not directly related to the present invention are omitted from the illustrations.

[0011] FIG. 1 is a schematic diagram showing a vehicle 100 according to an embodiment. The vehicle 100 includes a plurality of drive wheels FL, FR, RL, RR, a plurality of motors M, a plurality of brakes B, a plurality of wheel speed sensors S1, an accelerator pedal AP, a brake pedal BP, a steering angle sensor S2, a paddle (input unit) PD, and an ECU (control device) 50. The vehicle 100 may further include various other components. Further, the vehicle 100 may not include at least one of the above components.

[0012] In the present embodiment, the vehicle 100 includes four drive wheels: a left front wheel FL, a right front wheel FR, a left rear wheel RL, and a right rear wheel RR. The number of drive wheels is not limited to four. In other embodiments, the vehicle 100 may further include one or more driven wheels that are not coupled to the motor M.

[0013] The motor M is individually provided as a power source for each of the drive wheels FL, FR, RL, RR. For example, the motor M can be an in-wheel motor. For example, the motor M may be directly coupled to the wheel, or may be coupled to the wheel via a gear. The motor M is communicably connected to the ECU 50. The ECU 50 controls the operation of the motor M.

[0014] The motor M is switchable between a drive torque for driving the wheels and a braking torque (regenerative torque) for braking the wheels. When the vehicle 100 is accelerated, the motor M applies the drive torque to the drive wheels. When the vehicle 100 is decelerated, the motor M applies the braking torque to the drive wheels.

[0015] The brake B is provided for each of the drive wheels FL, FR, RL, RR. For example, the brake B can be a hydraulic brake. An actuator (not shown) for controlling the hydraulic pressure of the brake B is communicably connected to the ECU 50. The ECU 50 controls the operation of the brake B. For example, when a target braking torque cannot be obtained only by the braking torque of the motor M, the brake B applies the braking torque to the drive wheels.

[0016] A wheel speed sensor S1 is provided for each of the drive wheels FL, FR, RL, and RR. The wheel speed sensor S1 detects the rotational speed of the wheels. The wheel speed sensor S1 is connected to the ECU 50 for communication and transmits the detected data to the ECU 50.

[0017] The accelerator pedal AP is connected to the ECU 50 in a communicative manner, and the amount of depression of the accelerator pedal AP is transmitted to the ECU 50. The ECU 50 adjusts the opening degree of a throttle valve (not shown) according to the amount of depression of the accelerator pedal.

[0018] The brake pedal BP is connected to the ECU 50 in a communicative manner, and the amount of pressure applied to the brake pedal BP is transmitted to the ECU 50. The ECU 50 adjusts the braking torque of the motor M and brake B according to the amount of pressure applied to the brake pedal.

[0019] The steering angle sensor S2 detects the steering angle of a steering wheel (not shown). The steering angle sensor S2 is connected to the ECU 50 for communication and transmits the detected data to the ECU 50.

[0020] The paddle PD is an input unit for performing quick acceleration control, which will be described later. The paddle PD can be located around the driver's seat, such as on the steering wheel, within the driver's reach. The input unit for performing quick acceleration control is not limited to the paddle PD; it may be other components such as buttons located around the steering wheel. The paddle PD is communicated with the ECU 50. The ECU 50 performs quick acceleration control when the paddle PD is operated.

[0021] For example, the ECU 50 includes one or more processors 51 such as a CPU, one or more storage media 52 such as ROM and RAM, and one or more connectors 53. The ECU 50 may further have other components. The components of the ECU 50 are communicated with one another by a bus. The storage media 52 stores one or more programs executed by the processors 51. The programs include instructions for the processors 51. The operation of the ECU 50 as shown in this disclosure is achieved by the processors 51 executing instructions stored in the storage media 52. The ECU 50 is communicated with components of the vehicle 100 via the connectors 53.

[0022] Figure 2 is a functional block diagram of the ECU 50. The processor 51 functions as an execution unit 54 that performs quick acceleration control according to instructions stored in the storage medium 52 when the paddle PD is operated. Quick acceleration control improves acceleration performance when the vehicle 100 switches from deceleration to acceleration.

[0023] Figure 3 shows an example of torque supplied to each drive wheel FL, FR, RL, RR from motor M and brake B. In this example, quick acceleration control is performed when the vehicle 100 switches from deceleration to acceleration while turning, for example, when the vehicle 100 exits a curve. In this disclosure, this aspect may also be referred to as the "first mode". In this example, the vehicle 100 turns to the right. Therefore, the left drive wheel is the outer wheel, and the right drive wheel is the inner wheel.

[0024] In Figure 3, the upper table shows the torques of motor M and brake B applied to the drive wheels FL, FR, RL, and RR before quick acceleration control is performed. In Figure 3, the lower table shows the torques of motor M and brake B applied to the drive wheels FL, FR, RL, and RR when quick acceleration control is performed. In the motor M torque in the upper and lower tables, positive torques represent driving torque, and negative torques represent braking torque. The brake B torque in the lower table includes only negative torque, i.e., braking torque.

[0025] Referring to the table in Figure 3, before quick acceleration control is performed, each of the drive wheels FL, FR, RL, and RR receives a braking torque of -10 (N) from the motor M. That is, the total braking torque of vehicle 100 is -10 × 4 = -40 (N).

[0026] Referring to the table below in Figure 3, when quick acceleration control is performed, the outer drive wheels FL and RL receive drive torque from the motor M. In addition, the outer drive wheels FL and RL receive braking torque (first braking torque) from the brake B.

[0027] Specifically, the outer drive wheels FL and RL receive a drive torque from the motor M that corresponds to the running resistance, which is 20(N) in Figure 3. More specifically, in the example in Figure 3, the running resistance of the entire vehicle 100 is 40(N). The two outer drive wheels FL and RL receive a drive torque from the motor M that corresponds to this running resistance of 40(N). Therefore, each of the drive wheels FL and RL receives a drive torque of 20(N) from the motor M.

[0028] The overall running resistance of the vehicle 100 generally depends on the vehicle speed. Therefore, for example, the ECU 50 may store a table showing the relationship between vehicle speed and running resistance in the storage medium 52. The processor 51 may calculate the vehicle speed based on the data detected by the wheel speed sensor S1 when the paddle PD is operated, and may read the running resistance corresponding to the calculated vehicle speed from the table. Alternatively, the processor 51 may use data obtained from various sensors to calculate the running resistance of the vehicle 100 based on a known formula for calculating running resistance.

[0029] Furthermore, each of the outer drive wheels FL and RL receives a braking torque (first braking torque) from brake B that has an absolute value greater than or equal to the driving torque supplied by motor M, which is -30(N) in Figure 3. In other words, in this example, the first braking torque from brake B is greater than the driving torque from motor M. The sum of the torques supplied to each of the outer drive wheels FL and RL is -30 + 20 = -10(N). Therefore, each of the outer drive wheels FL and RL receives a braking torque of -10(N).

[0030] Each of the inner drive wheels, FR and RR, receives a braking torque (second braking torque) from the motor M so that the overall braking torque is maintained before the quick acceleration control is performed.

[0031] Specifically, the inner drive wheels FR and RR receive a braking torque of -10(N) from the motor M. Therefore, the total braking torque of vehicle 100 is 20×2 - 10×2 - 30×2 = -40(N). Thus, even after quick acceleration control is performed, the total braking torque of vehicle 100 is maintained at -40(N).

[0032] Referring to Figure 2, when a predetermined release command is input after the paddle PD has been operated, the processor 51 functions as a release unit 55 for releasing the braking torque of the brake B. This release command may include, for example, the operation of the accelerator pedal AP.

[0033] Referring to the table below in Figure 3, when brake B releases the -30(N) braking torque to the outer drive wheels FL and RL, the total torque supplied to the outer drive wheels FL and RL quickly switches to the 20(N) driving torque from motor M.

[0034] When the processor 51 releases the braking torque from brake B, it applies a drive torque to each drive wheel FL, FR, RL, and RR according to the amount the accelerator pedal AP is pressed (not shown in Figure 3).

[0035] Figure 4 is a graph showing the change in torque supplied from motor M to each drive wheel FL, FR, RL, and RR. The torques shown in Figure 4 correspond to the torques from motor M shown in Figure 3. The horizontal axis represents time, and the vertical axis represents the torque from motor M. The solid line L1 represents the torque supplied to the outer drive wheels FL and RL, and the dashed line L2 represents the torque supplied to the inner drive wheels FR and RR.

[0036] At time t1, the paddle PD is operated, and quick acceleration control is executed. At time t2, the brake pedal BP is released and the accelerator pedal AP is pressed, and a release command is input.

[0037] Prior to time t1 when the quick acceleration control is executed, as described above, vehicle 100 is decelerating while turning to the right, and each drive wheel FL, FR, RL, RR receives a braking torque of -10(N) from motor M.

[0038] When paddle PD is operated at time t1 and quick acceleration control is performed, the outer drive wheels FL and RL receive a drive torque of 20(N) from motor M, as shown by the solid line L1. That is, the torque is increased from -10(N) to 20(N). The torque is gradually increased as it crosses 0(N) (zero-crossing control).

[0039] Since vehicle 100 is still decelerating, the overall running resistance of vehicle 100 continues to decrease slightly. The outer drive wheels FL and RL, indicated by the solid line L1, receive a driving torque from the motor M that corresponds to the running resistance. Therefore, as shown by the solid line L1, the torque supplied to the outer drive wheels FL and RL continues to decrease slightly from 20 (N).

[0040] As shown by the dashed line L2, the inner drive wheels FR and RR continue to receive a braking torque of -10(N) from the motor M even after time t1.

[0041] When the brake pedal BP is released and the accelerator pedal AP is pressed at time t2, and a release command is input, the brake B releases the braking torque to the outer drive wheels FL and RL (not shown in Figure 4). The processor 51 also supplies drive torque from the motor M to each drive wheel FL, FR, RL, and RR according to the amount the accelerator pedal AP is pressed. Therefore, as shown by the solid line L1 and the dashed line L2, the torque supplied to each drive wheel FL, FR, RL, and RR increases. As shown by the dashed line L2, the torque applied to the inner drive wheels FR and RR is gradually increased when crossing 0 (N) (zero-cross control).

[0042] As shown by the solid line L1, each of the outer drive wheels FL and RL exerts a driving torque of 20(N) at time t2 when the accelerator pedal AP is pressed. Therefore, the acceleration of the outer drive wheels FL and RL is improved.

[0043] In contrast, when quick acceleration control is not performed, all drive wheels FL, FR, RL, RR receive torque from motor M, indicated by the dashed line L2. In this case, the torque applied to all drive wheels FL, FR, RL, RR is gradually increased as it crosses 0(N). Consequently, the overall acceleration of vehicle 100 is delayed.

[0044] Figure 5 shows an example of the trajectory of vehicle 100. Figure 5 shows an example of the trajectory of vehicle 100 when the torque shown in Figure 3 is applied. Trajectory Tr1 shows the trajectory of vehicle 100 when quick acceleration control is performed, and trajectory Tr2 shows the trajectory of vehicle 100 when quick acceleration control is not performed.

[0045] As described above, when quick acceleration control is performed, the acceleration of the outer drive wheels FL and RL is improved. Therefore, as shown in trajectory Tr1, vehicle 100 turns more sharply to the right. Consequently, the turning radius of trajectory Tr1 is reduced compared to the turning radius of trajectory Tr2 when quick acceleration control is not performed. As a result, the time from entering to exiting a curve can be reduced.

[0046] Next, I will explain the operation of the ECU50.

[0047] Figure 6 is a flowchart showing the operation of the ECU 50. Figure 6 shows the operation of the ECU 50 when the torque shown in Figure 3 is applied to the vehicle 100. The operation shown in Figure 6 is initiated when the paddle PD is operated.

[0048] The ECU 50's processor 51 determines whether the brake pedal BP is pressed or not (step S100). As described above, quick acceleration control is performed when the vehicle 100 switches from deceleration to acceleration. Therefore, in step S100, if the brake pedal BP is not pressed (NO), that is, if the vehicle 100 is not decelerating, the processor 51 terminates its operation.

[0049] In step S100, if the brake pedal BP is pressed (YES), the processor 51 determines whether the steering angle detected by the steering angle sensor S2 is greater than zero (step S102). As described above, the quick acceleration control shown in Figure 3 is executed when the vehicle 100 switches from deceleration to acceleration while turning. Therefore, in step S102, if the steering angle is zero (NO), that is, if the vehicle 100 is not turning, the processor 51 terminates its operation.

[0050] In step S102, if the steering angle is greater than zero (YES), the processor 51 calculates the target deceleration (step S104). For example, the processor 51 may calculate the target deceleration based on the amount the brake pedal BP is pressed.

[0051] Furthermore, the processor 51 calculates the driving resistance (step S106). As described above, for example, the processor 51 may calculate the vehicle speed based on the data detected by the wheel speed sensor S1, or it may read the driving resistance corresponding to the calculated vehicle speed from a table.

[0052] The processor 51 applies drive torque from the motor M to the outer drive wheels FL and RL based on the driving resistance calculated in step S106, and also applies a first braking torque from the brake B based on the driving resistance and the target deceleration calculated in step S104 (step S108).

[0053] Furthermore, the processor 51 applies a second braking torque from the motor M to the inner drive wheels FR and RR based on the target deceleration calculated in step S104 (step S110).

[0054] When the brake pedal BP is released and the accelerator pedal AP is pressed, and a release command is input, the processor 51 releases the first braking torque from the brake B applied to the outer drive wheels FL,RL (step S112).

[0055] Furthermore, the processor 51 provides drive torque to each drive wheel FL, FR, RL, RR according to the amount the accelerator pedal AP is pressed (step S114). When the torque to each drive wheel FL, FR, RL, RR reaches the drive torque corresponding to the amount the accelerator pedal AP is pressed, the processor 51 terminates its operation. Also, if the brake pedal BP is pressed again, the processor 51 may terminate its operation.

[0056] The vehicle 100 described above includes left and right front drive wheels FL, FR and left and right rear drive wheels RL, RR, a plurality of motors M each independently provided for one of the drive wheels FL, FR, RL, RR, a plurality of brakes B each independently provided for one of the drive wheels FL, FR, RL, RR, and an ECU 50 that controls the plurality of motors M and the plurality of brakes B. The ECU 50 includes one or more processors 51 and one or more storage media 52 that store instructions executed by the processors. The processor 51 is configured to, when it receives a paddle PD operation from the driver while the vehicle 100 is decelerating, to apply a drive torque from the motor M to at least some of the drive wheels FL,RL that corresponds to the vehicle's driving resistance, to at least some of the drive wheels FL,RL, to a first braking torque from the brake B that is greater than or equal to the above drive torque, to at least some of the drive wheels FL,RL, to a second braking torque from the motor M to the remaining drive wheels FR,RR, and to release the first braking torque from the brake B applied to at least some of the drive wheels FL,RL when a release command is input. With this configuration, at least some of the drive wheels FL,RL exert a drive torque equivalent to the driving resistance as soon as a release command is input. Therefore, when the vehicle 100 switches from deceleration to acceleration, acceleration performance can be improved.

[0057] Furthermore, in vehicle 100, the processor 51 accepts paddle PD operation from the driver while vehicle 100 is turning, and at least some of the drive wheels include the outer front drive wheel FL and the outer rear drive wheel RL. With this configuration, the time it takes for vehicle 100 to enter and exit a curve can be reduced.

[0058] Next, other embodiments will be described.

[0059] Figure 7 shows another example of torque supplied from motor M and brake B to each drive wheel FL, FR, RL, RR. In this example, as in Figure 3, quick acceleration control is performed when the vehicle 100 switches from deceleration to acceleration while turning. Therefore, this embodiment is also included in the “first mode”. As shown in the table below Figure 7, Figure 7 differs from Figure 3 in the values ​​of torque supplied to each drive wheel FL, FR, RL, RR when quick acceleration control is performed. In other respects, Figure 7 may be the same as Figure 3.

[0060] Specifically, the braking torque (first braking torque) applied from brake B to each of the outer drive wheels FL and RL is -20 (N), which has the same absolute value as the driving torque applied from motor M. In other words, in this example, the first braking torque from brake B is equal to the driving torque from motor M. The sum of the torques applied to each of the outer drive wheels FL and RL is -20 + 20 = 0 (N). Therefore, the torques applied to each of the outer drive wheels FL and RL cancel each other out.

[0061] Each of the inner drive wheels, FR and RR, receives a braking torque of -20(N) from the motor M. Therefore, the total braking torque of vehicle 100 is 20×2 - 20×2 - 20×2 = -40(N). Thus, even after quick acceleration control is performed, the total braking torque of vehicle 100 is maintained at -40(N).

[0062] In this example as well, vehicle 100 can improve its acceleration performance and reduce the time it takes to enter and exit a curve.

[0063] Next, we will describe other embodiments.

[0064] Figure 8 shows yet another example of the torque supplied from the motor M and brake B to each drive wheel FL, FR, RL, RR. Figure 8 differs from Figure 3 in that the acceleration of the front drive wheels FL and FR is improved when quick acceleration control is performed. In this disclosure, this aspect may also be referred to as the “second mode”. In other respects, Figure 8 may be the same as Figure 3.

[0065] Specifically, referring to the table at the bottom of Figure 8, when quick acceleration control is performed, the front drive wheels FL and FR receive a driving torque from the motor M that corresponds to the driving resistance, which is 20 (N) in Figure 8. In addition, the front drive wheels FL and FR receive a braking torque (first braking torque) from the brake B that has an absolute value greater than or equal to the driving torque supplied by the motor M, which is -30 (N) in Figure 3.

[0066] Each of the rear drive wheels RL and RR receives a braking torque of -10(N) from the motor M. Therefore, the total braking torque of vehicle 100 is 20×2 - 10×2 - 30×2 = -40(N). Thus, even after quick acceleration control is performed, the total braking torque of vehicle 100 is maintained at -40(N).

[0067] The quick acceleration control shown in Figure 8 can be executed according to the flowchart shown in Figure 6, similar to Figure 3. The quick acceleration control shown in Figure 8 can be executed both when the vehicle 100 switches from deceleration to acceleration while turning, and when the vehicle 100 switches from deceleration to acceleration while moving in a straight line. If the quick acceleration control is executed when the vehicle 100 is moving in a straight line, step S102 does not need to be executed. In step S108, the motor M provides drive torque to the "front" drive wheels FL and FR, and the brake B provides a first braking torque. In step S110, the motor M provides a second braking torque to the "rear" drive wheels RL and RR.

[0068] In this example as well, vehicle 100 can improve its acceleration performance. Furthermore, in this example, the acceleration of both front drive wheels FL and FR is improved, thus further enhancing the acceleration performance.

[0069] Next, we will describe other embodiments.

[0070] Figure 9 shows yet another example of torque supplied from motor M and brake B to each drive wheel FL, FR, RL, RR. Figure 9 differs from Figure 3 in that when quick acceleration control is performed, the acceleration of all drive wheels FL, FR, RL, RR is improved. In this disclosure, this embodiment may also be referred to as the “third mode”. In other respects, Figure 9 may be the same as Figure 3.

[0071] Specifically, referring to the table below Figure 9, when quick acceleration control is performed, all drive wheels FL, FR, RL, and RR receive a drive torque from motor M equivalent to the driving resistance, which is 10(N) in Figure 9. In addition, all drive wheels FL, FR, RL, and RR receive a braking torque (first braking torque) from brake B that has an absolute value greater than or equal to the drive torque supplied by motor M, which is -20(N) in Figure 9. Therefore, the total braking torque of vehicle 100 is 10×4-20×4=-40(N). Thus, even after quick acceleration control is performed, the total braking torque of vehicle 100 is maintained at -40(N).

[0072] The quick acceleration control shown in Figure 9 can be performed according to the flowchart shown in Figure 6, similar to Figure 3, but step S110 is not required. The quick acceleration control shown in Figure 9 can be performed both when the vehicle 100 switches from deceleration to acceleration while turning, and when the vehicle 100 switches from deceleration to acceleration while moving in a straight line. If the quick acceleration control is performed when the vehicle 100 is moving in a straight line, step S102 is not required. In step S108, drive torque is supplied from the motor M to "all" drive wheels FL, FR, RL, RR, and a first braking torque is supplied from the brake B.

[0073] In this example as well, vehicle 100 can improve its acceleration performance. Furthermore, in this example, the acceleration of all drive wheels FL, FR, RL, and RR is improved, so the acceleration performance can be further enhanced.

[0074] Although embodiments have been described above with reference to the attached drawings, the present invention is not limited to these embodiments. It will be clear to those skilled in the art that various modifications or alterations can be conceived within the scope of the claims, and these will naturally also fall within the technical scope of the present invention. Furthermore, the steps of the ECU 50 in the above embodiments do not have to be performed in the order described above, and may be performed in a different order as long as no technical inconsistency arises.

[0075] For example, the vehicle 100 may be equipped with a switch (not shown) for switching between at least two of the first, second, and third modes described above. Alternatively, for example, the processor 51 may automatically switch between the first mode and the second or third mode based on the steering angle detected by the steering angle sensor S2 when the paddle PD is operated. [Explanation of symbols]

[0076] 51 processors 52 Storage medium 100 vehicles B Brake FL Left front wheel (drive wheel) FR Right front wheel (drive wheel) M Motor RL Left rear wheel (drive wheel) RR Right rear wheel (drive wheel)

Claims

1. The left and right front drive wheels and the left and right rear drive wheels, Multiple motors, each independently provided for one of the drive wheels, Multiple brakes, each independently provided for one of the drive wheels, A control device that controls the plurality of motors and the plurality of brakes, Equipped with, The control device includes one or more processors and one or more storage media for storing instructions executed by the processors. When the processor receives a predetermined operation from the driver, and the vehicle switches from deceleration to acceleration, it will, according to the instruction, The motor provides a driving torque equivalent to the vehicle's running resistance to at least some of the drive wheels, To apply a first braking torque equal to or greater than the driving torque to at least some of the aforementioned drive wheels from the brakes, The motor provides a second braking torque to the remaining drive wheels, When a predetermined release command is input, the first braking torque from the brake applied to at least some of the drive wheels is released, Configured to perform, vehicle.

2. The processor receives the predetermined operation from the driver while the vehicle is turning. The aforementioned at least some of the drive wheels include the outer front drive wheel and the outer rear drive wheel. The vehicle according to claim 1.

3. The aforementioned at least some of the drive wheels include the left and right front drive wheels, The vehicle according to claim 1.

4. The aforementioned at least some of the drive wheels include the left and right front drive wheels and the left and right rear drive wheels, The vehicle according to claim 1.

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