JP2006117011A - Independently driven motorcar - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an independently driven motorcar capable of preventing a weight increase without causing disadvantages by mounting of a driving motor on a vehicle, when the sum of driving force of the driving motor is ensured so that a target longitudinal acceleration may be achieved and a target yaw rate is generated at the time of turning travel. <P>SOLUTION: This independently driven motorcar includes driving motors 14, 15 which independently drive each left and right wheel 10, 11; a motor bracket 17 movably supported with a vehicle body by a reaction torque generated at the time of driving and braking of the driving motors 14, 15; a driving force extracting section interlocked with the movement of the driving motors 14, 15 to extract the driving force on the basis of the reaction torque; and a driving force transmission section which connects the driving force extracting section and each wheel 10, 11, and transmits the driving force from the driving force extracting section to the each wheel 10, 11 to steer the each wheel 10, 11. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an independent drive electric vehicle, and more particularly to an independent drive electric vehicle in which left and right drive wheels are independently driven by a drive motor.

  Conventionally, as an independent drive type vehicle in which left and right wheels are independently driven by a drive source such as a drive motor and a yaw angle of a vehicle body is controlled by controlling a difference in driving force between left and right wheels, for example, Patent Document 1 describes. Is known. In the wheel independent drive type vehicle described in Patent Document 1, when the driver inputs a steering angle to the steering wheel with the intention of the turning direction, steering of the left and right drive wheels steered based on the input steering angle is performed. The target yaw rate is calculated from the angle and the vehicle speed, and if there is a difference (yaw rate noise) between the detected yaw rate and the target yaw rate, the difference in driving force between the left and right wheels is controlled so as to reduce the yaw rate noise.

By the way, in the left and right independent drive type vehicle as described above, the driver achieves the target longitudinal acceleration by stepping on the accelerator pedal, and generates the target yaw rate during turning. The total driving force of the driving motor must be ensured so that That is, as the drive motor capacity, a total capacity is required, which is the sum of the capacity required for the vehicle to travel and the capacity required to achieve the target yaw angular velocity.
JP-A-5-91607

  However, when the total driving force of the drive motor is secured so that the target longitudinal acceleration can be achieved and the target yaw rate can be generated during turning, the longitudinal acceleration is maintained. On the other hand, if the yaw controllable range is extended to the limit range of the vehicle, for example, a drive motor having a large torque capacity is required which has the longitudinal acceleration amount and the yaw control amount to the limit range as the total driving force. As the drive motor has a large torque capacity, the outer dimensions are inevitably increased, which is disadvantageous for mounting on a vehicle and an increase in weight is inevitable.

  An object of the present invention is to achieve a target longitudinal acceleration and to generate a target yaw rate during turning, and to secure a total driving force of the driving motor. It is an object of the present invention to provide an independent drive electric vehicle that is not disadvantageous for mounting on a vehicle and can avoid an increase in weight.

  In order to achieve the above object, an independent drive electric vehicle according to the present invention includes a drive motor for independently driving left and right wheels and a torque reaction force generated during driving and braking of the drive motor. A support unit that is movably supported by the vehicle body, a driving force extraction unit that extracts the driving force based on the torque reaction force in conjunction with the movement of the driving motor, and connects the driving force extraction unit and the wheels; A driving force transmission unit that transmits the driving force from the driving force extraction unit to the wheels and steers the wheels.

  According to the present invention, in the electric vehicle capable of independently driving the left and right wheels of the vehicle, the wheel reaction is actively performed using the torque reaction force generated at the time of the motor control drive. A target yaw controllable range can be achieved without increasing the amount of yaw rate generated by steering. In addition, since the torque reaction force generated by the drive motor is actively used, a dedicated drive source (power source) that has been required for wheel steering becomes unnecessary, and thus a dedicated drive source is provided. In this case, it is not necessary to secure the installation space, and the weight and cost are not increased.

The best mode for carrying out the present invention will be described below with reference to the drawings.
FIG. 1 is a perspective explanatory view schematically showing a drive unit of an independent drive electric vehicle according to an embodiment of the present invention. As shown in FIG. 1, the wheels 10 and 11 disposed on the left and right sides of the rear part of the independent drive electric vehicle are connected to the drive motors 14 and 15 via the axles 12 and 13, respectively. The left wheel 10 is driven by a drive motor 14, and the rear right wheel 11 is driven by a drive motor 15.

  Since the configuration related to the rear left wheel 10 and the configuration related to the rear right wheel 11 are the same except that the arrangement is opposite to the left and right, in the following description, following the reference numeral of one component () Only the other component is marked with an explanation object, and duplicate explanation is omitted.

  The axle 12 has one end at the drive shaft (not shown) of the drive motor 14 and the other end at the center of the wheel 10 (W / CTR), and the axle 13 has the other end at the drive shaft (not shown) of the drive motor 15. Are connected to the center of the wheel 11, respectively. The driving force of the driving motor 14 is transmitted to the wheel 10 via the axle 12, and the driving force of the driving motor 15 is transmitted to the wheel 11 via the axle 13, whereby each wheel 10, 11 is driven independently. The

  Each drive motor 14, 15 has a substantially cylindrical exterior case with both ends closed, and each end surface is provided by a motor bracket (support part) 16, 17 projecting from the outer peripheral surface of each exterior case. The axles 12 and 13 located on the central extension of the vehicle are attached to the suspension member 18 side by side so as to be substantially in a straight line. The suspension member 18 is a component that forms a suspension system in an independently driven electric vehicle, and is mounted on the vehicle body via an insulator 19 that blocks a plurality of vibrations (for example, four are shown in FIG. 1). Has been.

  Further, a working end 20 (21) is provided on the outer peripheral surface of the outer case of the drive motor 14 (15) so as to be located on the opposite side of the motor bracket 16 (17). The working end 20 (21) is disposed, for example, so that the motor bracket 16 (17) and the working end 20 (21) are located at the cross-sectional diameter position of the outer case (see FIGS. 1 and 2).

  The working end 20 (21) is connected to the piston rod 22a (23a) of the first fluid pressure cylinder 22 (23), and the first fluid pressure cylinder 22 (23) is fixed to the suspension member 18. The two fluid pressure cylinders 24 (25) are integrally attached. One end of a tie rod 26 (27) is connected to the piston rod 24a (25a) of the second fluid pressure cylinder 24 (25), and the other end of the tie rod 26 (27) is parallel to the wheel installation surface. It is attached to the vehicle rear side from the wheel center of the wheel center line extending in the direction. The fluid pressure cylinders 22 (23) and 24 (25) function as reciprocating actuators that are operated by fluid pressure such as air pressure and hydraulic pressure, and convert torque reaction force from the drive motor 14 (15) into linear motion.

  FIG. 2 is an explanatory view taken along the arrow S in FIG. 1, showing the positional relationship between the drive motor and the piston in FIG. As shown in FIG. 2, the motor bracket 17 is attached to a support shaft 28 fixed to the suspension member 18 so as to be axially rotatable through a rotation allowing member 29 made of an insulator incorporating a rubber member, for example. By, for example, rubber mounting the drive motor 15 on the suspension member 18, it is possible to positively use the torque reaction force generated by the drive torque for driving the vehicle, which is generated when the drive motor 15 is driven and braked.

  Accordingly, the drive motor 15 rotates and swings around the axis about the support shaft 28 to which the motor bracket 17 is attached, and the action end 21 is moved from the support axis 28 to the action point of the action end 21 accordingly. It is possible to reciprocate on an arc having a rotation radius of a distance r (for example, 300 mm). Due to the rotation and swing of the drive motor 15, that is, the reciprocating motion of the working end 21, the piston rod 23a of the first fluid pressure cylinder 23 connected to the working end 21 advances and retracts, and the piston rod 23a moves. The piston rod 25a of the second fluid pressure cylinder 25 is interlocked.

  That is, the drive motor 15 is supported on the vehicle body by the motor bracket 17 so as to be movable by the torque reaction force generated during driving and braking of the drive motor 15, and the drive motor 15 is rotated and oscillated by the torque reaction force. Is transmitted from the working end 21 to the wheel 11 through the first fluid pressure cylinder 23, the second fluid pressure cylinder 25, and the tie rod 27 in order.

  The above description is given for the drive motor 15 provided with the motor bracket 17, but the same applies to the drive motor 14 provided with the motor bracket 16, and the first fluid pressure cylinder 23 and the second fluid pressure cylinder 25 include The first fluid pressure cylinder 22 and the second fluid pressure cylinder 24 correspond to the wheel 11 and the wheel 10 corresponds to the wheel 11, respectively.

  FIG. 3 is an explanatory plan view showing the mutual movement of the piston and the wheel during wheel steering. As shown in FIG. 3, the first fluid pressure cylinder 22 (23) to which the torque reaction force from the drive motor 14 (15) acts is formed by a piston 22 a (23 a) that reciprocates inside the cylinder body. The first chamber A and the second chamber B are partitioned into a first chamber A and a second chamber B, and the piston 22a (23a) to which the piston rod 22b (23b) is attached is always positioned at the center of the cylinder. An urging means 30 such as a coil spring is urged.

  Similarly, in the second fluid pressure cylinder 24 (25), the inside of the cylinder body is partitioned into a first chamber A and a second chamber B by a piston 24a (25a) that reciprocates inside the cylinder body. A biasing means 30 such as a coil spring is installed in A and the second chamber B so as to constantly bias the piston 24a (25a) to which the piston rod 24b (25b) is attached to the center of the cylinder. That is, each of the first chamber A and the second chamber B is equipped with a centering urging means 30 so that the wheels face the traveling direction when no torque reaction force is generated.

  In addition, the first fluid pressure cylinder 22 (23) and the second fluid pressure cylinder 24 (25) are communicated with each other by a communication pipe 31 in which the first chambers A and the second chambers B each serve as a fluid flow path. The internal volumes of the first chambers A and the second chambers B change in a complementary manner. That is, when the piston rod 22b (23b) of the first fluid pressure cylinder 22 (23) is in the advanced state, the piston rod 24b (25b) of the second fluid pressure cylinder 24 (25) is the biasing means for the second chamber B. When the piston rod 22b (23b) of the first fluid pressure cylinder 22 (23) is in the retracted state against the biasing force of 30, the piston rod 24b (25b) of the second fluid pressure cylinder 24 (25) ) Enters a retracted state against the urging force of the urging means 30 in the first chamber A (see FIG. 3).

  When the vehicle turns left as shown in FIG. 3, the rear wheel faces rightward in reverse phase with the front wheel in order to improve the turning ability of the vehicle. At this time, since the drive motor 15 (see FIG. 1) connected to the right wheel 11 is in the power running direction, the working end 21 (see FIG. 1) is caused to react with the first fluid pressure by the torque reaction force from the drive motor 15. It moves in the direction of pushing in the piston 23a of the cylinder 23. Therefore, the piston rod 23b of the first fluid pressure cylinder 23 is in the retracted state, and the piston rod 25b of the second fluid pressure cylinder 25 is in the retracted state correspondingly, and the tie rod 27 is retracted. By pulling in the tie rod 27, the right wheel 11 is turned in the toe-out direction.

  On the other hand, since the drive motor 14 connected to the left wheel 10 is in the regenerative direction, the torque reaction force from the drive motor 14 moves the working end 20 in the direction in which the piston 22a of the first fluid pressure cylinder 22 is pulled out. . Accordingly, the piston rod 22b of the first fluid pressure cylinder 22 is in the advanced state, and the piston rod 24b of the second fluid pressure cylinder 24 is in the advanced state, and pushes out the tie rod 26. Pushing out the tie rod 26 changes the direction of the left wheel 10 in the toe-in direction.

  As described above, the posture changing action that changes the direction of the left wheel 10 (right wheel 11) using the torque reaction force from the drive motor 14 (15) is used to turn the vehicle in the direction of promoting the turning ability when turning the vehicle. Wheel 10 (right wheel 11) can be steered.

  That is, the working end 20 (21), the first fluid pressure cylinder 22 (23), and the second fluid pressure cylinder 24 (25) are driven based on the torque reaction force in conjunction with the movement of the drive motor 14 (15). It functions as a driving force extraction unit that extracts force. Further, the tie rod 26 (27) individually connects the driving force extraction unit and the wheel 10 (11), and transmits the driving force from the driving force extraction unit to the wheel 10 (11) to steer the wheel 10 (11). It functions as a driving force transmission unit. And by using the fluid pressure cylinders 22, 23, 24, and 25 as devices for converting the torque reaction force from the drive motors 14 and 15 into linear motion, the wheels can be steered with a simple configuration.

  FIG. 4 is an explanatory plan view showing a wheel steering state using a torque reaction force, and FIG. 5 is an explanatory diagram showing a graph of a relationship between a side slip angle and a self-aligning torque in a normal tire. As shown in FIG. 4, in the left wheel 10, a tie rod force point T to which the other end of the tie rod 26 is attached is provided at a position about 100 mm away from the kingpin axis K, and the tire of the wheel 10 is turned when the vehicle turns. It is assumed that the deformation center point (tire contact point) H at the time of deformation is at a position about 20 mm away from the rear of the kingpin axis K.

  In order to steer the wheel 10 by tie rod input by pushing or pulling in the tie rod 26 under the above conditions, it is necessary to generate torque exceeding the self-aligning torque generated from the deviation between the tire ground contact point H and the kingpin axis K. Become. That is, in the case of ordinary tires, a self-aligning torque (see FIG. 5) of about 50 to 55 N · m at maximum is generated around the kingpin axis. As a thrust of 26, about 50 to 55 kg is required.

  The piston ability for generating the thrust of the tie rod 26 can be obtained by the following rough calculation of the input / output ratio. In FIG. 2, for example, the maximum torque of the drive motor 15 is 130 N · m, and the piston mounting pitch of the first fluid pressure cylinder 23 (the distance from the support shaft 28 to the operating point of the operating end 21) is 300 mm. The force Fa acting on the piston 23a of the first fluid pressure cylinder 23 is Fa = 130 / 0.3 = 433N. Therefore, if the stroke amount of the piston 23a of the first fluid pressure cylinder 23 is 2 mm, the work amount is 433 N × 2 mm, and the work amount when the stroke amount of the piston 25 a of the second fluid pressure cylinder 25 is 1 mm is 866 N. × 1 mm.

  Therefore, if the maximum torque of the drive motor 15 is 130 N · m, the tie rod 27 driven by the second fluid pressure cylinder 25 is made to have a thrust of 866 N · m by stroke of the piston 25 a of the second fluid pressure cylinder 25 by 1 mm. (866 / 9.8 = 88 kgf) can be generated. In other words, it is only necessary to double the force.

  For this reason, by installing the second fluid pressure cylinder 24 (25) having a piston capability of about 1000 N · m in the drive motor 14 (15) for driving the wheel 10 (11), the turning capability at the time of vehicle turning can be increased. The motion performance of the independently driven electric vehicle can be improved.

  FIG. 6 is an explanatory plan view similar to FIG. 3 of an independent drive electric vehicle according to another embodiment of the present invention. As shown in FIG. 6, in this embodiment, one second fluid pressure cylinder 32 is provided instead of the two second fluid pressure cylinders 24 and 25. That is, the second fluid pressure cylinder 32 has a piston rod 32 b and a piston rod 32 c on both sides of a piston 32 a that reciprocates inside the cylinder body, and the piston rod 32 b serves as the piston rod 24 b of the second fluid pressure cylinder 24. The piston rod 32c functions as the piston rod 25b of the second fluid pressure cylinder 25, respectively. Other configurations and operations are the same as those of the above-described embodiment (see FIG. 3).

  In the second fluid pressure cylinder 32, the inside of the cylinder body is divided into a first chamber A and a second chamber B by a piston 32a. In the first chamber A and the second chamber B, the piston 32a is always located at the center of the cylinder. An urging means 30 such as a coil spring is urged so as to be urged. The first chamber A of the second fluid pressure cylinder 32 is in the second chamber B of the first fluid pressure cylinder 22, and the second chamber B of the second fluid pressure cylinder 32 is in the second chamber B of the first fluid pressure cylinder 23, The communication pipes 31 communicate with each other.

  In the second fluid pressure cylinder 32, when the force for pushing the piston rod 23b of the first fluid pressure cylinder 23 is larger than the force for pushing the piston rod 22b of the first fluid pressure cylinder 22, the piston rod of the second fluid pressure cylinder 32 32c is in the retracted state and retracts the tie rod 27, and the right wheel 11 changes direction in the toe-out direction. Corresponding to the piston rod 32c being in the retracted state, the piston rod 32b is in the advanced state, pushing out the tie rod 26, and the left wheel 10 is turned in the toe-in direction (see FIG. 6).

  On the other hand, when the force pushing the piston rod 22b of the first fluid pressure cylinder 22 is larger than the force pushing the piston rod 23b of the first fluid pressure cylinder 23, the piston rod 32b of the second fluid pressure cylinder 32 is in the retracted state. The tie rod 26 is pulled in, the left wheel 10 turns in the toe-out direction, and the tie rod 27 is pushed out correspondingly, and the right wheel 11 turns in the toe-in direction.

  As described above, when the left and right tie rods 26 and 27 are moved by the single second fluid pressure cylinder 32, the torque difference between the left and right drive motors 14 and 15 regardless of the power running / regeneration relationship between the left and right drive motors 14 and 15. Due to (torque reaction force difference), the left and right tie rods 26 and 27 are operated by an amount corresponding to the difference, and the left and right wheels 10 and 11 are steered.

  FIG. 7 is an explanatory plan view similar to FIG. 3 of an independent drive electric vehicle according to still another embodiment of the present invention. As shown in FIG. 7, in this embodiment, the electromagnetic control valve 33 is connected to the communication pipe 31 that communicates the second chambers B of the first fluid pressure cylinder 22 (23) and the second fluid pressure cylinder 24 (25). And a solenoid valve control unit 34 and a drive control calculation unit (motor control unit: MCU) 35 are provided. Other configurations and operations are the same as those of the above-described embodiment (see FIG. 3).

  By providing the electromagnetic control valve 33, the flow rate of the fluid passing through the communication pipe 31 can be adjusted. The opening / closing operation of the electromagnetic control valve 33 is controlled by a control command output from the electromagnetic valve control unit 34, and the electromagnetic valve control unit 34 is output from a drive control calculation unit 35 that controls the operation of the drive motors 14 and 15. A control command is output based on data relating to the current state of the vehicle. Steering information a, vehicle speed information b from a steering sensor (not shown), and yaw rate information c from a yaw rate sensor (not shown) are input to the electromagnetic valve control unit 34.

  FIG. 8 is a flowchart for explaining the flow of the wheel turning operation in the independently driven electric vehicle of FIG. 7, FIG. 9 shows the relationship between the wheel turning amount, the yaw angular velocity, and the electromagnetic valve opening, and FIG. An explanatory view showing the relationship between the wheel turning amount and the yaw angular velocity in a graph, and (b) is an explanatory view showing a relationship between the electromagnetic valve opening and the wheel turning amount in a graph. As shown in FIG. 8, first, when the driver operates the steering, the drive control calculation unit 35 reads the traveling state of the vehicle from each of the inputted steering information a, vehicle speed information b, and yaw rate information c (step S101). ), The target yaw angular velocity is calculated from the turning angle information and the vehicle speed information (step S102).

  Next, the drive control calculation unit 35 determines whether or not the calculated target yaw angular velocity is possible with the drive motor capacity (step S103), and if it is possible with the drive motor capacity (yes), the electromagnetic control valve 33 is turned on. The closed solenoid valve opening degree is set to zero (step S104). Then, the command value of the driving force required by the left and right wheels is sent to the left and right drive motors 14 and 15 (step S105) to achieve the target yaw angular velocity. That is, in a state where the steering angle is not 0, the target yaw angular velocity during straight traveling is 0, and the target yaw angular velocity can be achieved, so that the electromagnetic control valve 33 is closed. Thereafter, the process returns to the start.

  On the other hand, if the drive motor capacity is not possible at step S103 (no), the electromagnetic valve control unit 34 calculates the electromagnetic valve opening from the target yaw angular velocity (step S106) and opens the electromagnetic control valve 33. (Step S107), and the command value of the driving force required by the wheels is sent to the left and right drive motors 14 and 15 (step S108). Thereafter, it is determined whether or not the target yaw angular velocity has been reached (step S109). When the target yaw angular velocity has been reached (yes), the processing returns to the start, and when the target yaw angular velocity has not been reached (no), the processing returns to step S106. To achieve the target yaw angular velocity. As for the solenoid valve opening, the relationship between the yaw angular velocity and the wheel turning amount (see FIG. 9A) and the relationship between the wheel turning amount and the solenoid valve opening (see FIG. 9B) prepared in advance are prepared. It is calculated from a map showing

  Thereby, the target yaw angular velocity according to the running state is obtained by wheel steering using the driving force difference between the left and right drive motors 14 and 15 and the torque reaction force obtained from the drive motors 14 and 15. Can be achieved. Therefore, by controlling the operation of the electromagnetic control valve 33, the posture after the direction change in the left and right wheels 10 and 11 due to the torque reaction force of the drive motors 14 and 15 is maintained during the turning operation of the independent drive electric vehicle. be able to.

  That is, these fluid pressure cylinders are generated by the electromagnetic control valve 33 that controls the movement of the fluid disposed in the fluid flow path that communicates the first fluid pressure cylinder 22 (23) and the second fluid pressure cylinder 24 (25). And a motor controller unit 35 for obtaining vehicle state information. The electromagnetic valve control unit 34 can control the opening / closing of the electromagnetic control valve 33 according to the vehicle state. Thus, the steering control of the left and right wheels 10 and 11 according to the state of the vehicle becomes possible.

  As described above, according to the present invention, in the independently driven electric vehicle capable of independently driving the wheels 10 and 11 disposed on the left and right sides of the rear portion of the vehicle, the torque generated when the drive motors 14 and 15 are driven and braked. By positively utilizing the reaction force, the left and right wheels 10 and 11 are steered, and the vehicle motion performance can be improved even with a small capacity and small drive motor.

  FIG. 10 is an explanatory view showing the effect obtained by the independent drive electric vehicle according to the present invention in a graph. As shown in FIG. 10, the drive motor capacity necessary for the vehicle to travel is the total capacity of the capacity necessary for the vehicle to travel and the capacity necessary to achieve the target yaw angular velocity. In the motor capacity required for the total driving force, the capacity required for the vehicle to travel is the same for both the conventional and the invention of the application, but the motor capacity required to achieve the target yaw angular velocity, That is, the motor capacity for performing the yaw control is smaller in the invention of the application than in the prior art.

  For example, when calculating the drive motor capacity based on a prototype vehicle, the motor capacity required for running is 80 (kw) and the motor capacity required for yaw control is 40 (kw). 120 (kw) is required. On the other hand, in the present invention, the motor capacity required for yaw control is 20 (kw), which is substantially halved compared to the prior art. That is, approximately 20 (kw) can be reduced by turning the rudder of the wheel by 1 °. Therefore, a total of 100 (kw) is sufficient (the above numerical value indicates the capacity of the entire vehicle).

  As a result, it is possible to increase the gain of yaw rate control while reducing the size of the drive motor to be mounted, so that it is possible to improve the vehicle motion performance and to obtain the advantage in the vehicle layout by reducing the size. In addition, the vehicle weight can be reduced, and these can be achieved simultaneously. In addition, since a smaller drive motor can be used as compared with the prior art, a great effect can be obtained in cost reduction.

  In the above embodiment, a mechanical mechanism using a link (for example, an L-type link) may be used instead of the fluid pressure cylinder. In the above embodiment, the case where the left and right rear wheels 10, 11 are steered in the opposite phase to the front wheels for the purpose of improving the turning ability of the vehicle has been described. However, for the purpose of improving the stability during cornering, The same applies to the case where the rear wheels 10, 11 are steered in phase with the front wheels.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective explanatory view schematically showing a drive unit of an independent drive electric vehicle according to an embodiment of the present invention. It is explanatory drawing by arrow S of FIG. 1 which shows the positional relationship of the drive motor of FIG. 1, and a piston. It is a plane explanatory view showing mutual movement of a piston and a wheel at the time of wheel steering. It is plane explanatory drawing which shows the wheel steering state using a torque reaction force. It is explanatory drawing which shows the relationship between the sideslip angle and self-aligning torque in a normal tire with a graph. FIG. 4 is an explanatory plan view similar to FIG. 3 of an independent drive electric vehicle according to another embodiment of the present invention. FIG. 10 is an explanatory plan view similar to FIG. 3 of an independent drive electric vehicle according to still another embodiment of the present invention. It is a flowchart explaining the flow of the wheel steering operation | movement in the independent drive electric vehicle of FIG. The relationship between the wheel turning amount, the yaw angular velocity, and the electromagnetic valve opening is shown. (A) is an explanatory diagram showing the relationship between the wheel turning amount and the yaw angular velocity in a graph. (B) is the electromagnetic valve opening and the wheel turning amount. It is explanatory drawing which shows this relationship with a graph. It is explanatory drawing which shows the effect acquired by the independent drive electric vehicle which concerns on this invention with a graph.

Explanation of symbols

10, 11 Wheel 12, 13 Axle 14, 15 Drive motor 16, 17 Motor bracket 18 Suspension member 19 Insulator 20, 21 Working end 22, 23 First fluid pressure cylinder 22a, 23a Piston 22b, 23b Piston rod 24, 25, 32 2nd fluid pressure cylinder 24a, 25a Piston 24b, 25b Piston rod 26, 27 Tie rod 28 Support shaft 29 Rotation permission member 30 Energizing means 31 Communication pipe 33 Electromagnetic control valve 34 Electromagnetic valve control part 35 Motor control unit A 1st chamber B Room 2

Claims (6)

A drive motor that independently drives the left and right wheels;
A support portion for supporting the drive motor on the vehicle body movably by a torque reaction force generated during driving and braking of the drive motor;
A driving force extraction unit that extracts the driving force based on the torque reaction force in conjunction with the movement of the driving motor;
An independent drive electric vehicle comprising: a driving force transmission unit that connects the driving force extraction unit and the wheels, transmits a driving force from the driving force extraction unit to the wheels, and steers the wheels. The driving force take-out part is
2. The independent drive electric vehicle according to claim 1, wherein the independent drive electric vehicle is a fluid pressure cylinder that is connected to the drive force transmission unit and has a piston rod that advances and retracts so as to push out or retract the drive force transmission unit. The fluid pressure cylinder is
A first cylinder having a piston rod that advances and retreats by movement of the drive motor, and a second cylinder that is connected to the driving force transmission unit and has a piston rod that advances when the piston rod of the first cylinder advances and retracts when the piston rod retracts. The independent drive electric vehicle according to claim 2, comprising a cylinder.   4. The independent drive electric motor according to claim 3, wherein an electromagnetic valve that controls movement of the fluid is provided in a fluid flow path that communicates the first cylinder and the second cylinder in order to maintain a steering force generated by the fluid pressure cylinder. car. A motor controller that outputs information about the vehicle status;
The independent drive electric vehicle according to claim 4, further comprising: an electromagnetic valve control unit that controls opening and closing of the electromagnetic valve based on a vehicle state obtained from the motor controller. The support part is
The independent drive electric vehicle according to any one of claims 1 to 5, which is a motor bracket pivotally supported on a suspension member mounted on the vehicle body via a rotation permission member.

Images