Device for detecting sign of stuck condition

Abstract

To properly detect a sign of the occurrence of a stuck condition.SOLUTION: A device for detecting a sign of stuck condition (2) includes: a calculation section (201) which compares a first wheel speed of a driving wheel with a second wheel speed, which is an average value of the wheel speed of the driving wheel, and calculates a deviation-related value related to deviation of the first wheel speed with respect to the second wheel speed; and a stuck condition determination section (202) which determines the possibility of occurrence of a stuck condition for a vehicle when the deviation-related value is equal to a prescribed threshold or greater and an acceleration request is being made for the vehicle.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present disclosure relates to a stuck vehicle symptom detection device. [Background technology]

[0002] Patent Document 1 discloses a stuck detection device that determines that the main drive wheels are spinning freely and are stuck when it detects a state in which the rotation speed of an electric motor that drives the wheels is less than a stuck determination rotation speed set according to the rotation speed of the main drive wheels for a set period of time or longer. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2006-230130 A Summary of the Invention [Problem to be solved by the invention]

[0004] In Patent Document 1, it is determined whether or not the drive wheels are stuck, but considering the serious impact that a vehicle getting stuck due to sudden snowfall or the like can have on traffic conditions, there is a need for technology that can prevent a vehicle from getting stuck by detecting signs of getting stuck. However, there is room for improvement in the detection of signs of getting stuck. One aspect of the present disclosure aims to appropriately detect signs of a stuck state by appropriately determining the possibility of the stuck state occurring. [Means for solving the problem]

[0005] In order to solve the above problems, a stack precursor detection device according to one embodiment of the present disclosure includes a calculation unit that compares a first wheel speed, which is the wheel speed of a drive wheel of a vehicle, with a second wheel speed, which is an average wheel speed of the drive wheels, and calculates a deviation-related value regarding the deviation of the first wheel speed from the second wheel speed, and a stack determination unit that determines the possibility of the vehicle becoming stuck when it is determined that the deviation-related value is equal to or greater than a predetermined threshold value and an acceleration request has been issued to the vehicle.

[0006] The stack sign detection device according to each aspect of the present disclosure may be realized by a computer. In this case, the control program of the stack sign detection device, which causes a computer to operate as each unit (software element) of the stack sign detection device, thereby realizing the stack sign detection device in a computer, and a computer-readable recording medium on which the control program is recorded, also fall within the scope of the present disclosure. Effect of the Invention

[0007] According to one aspect of the present disclosure, it is possible to appropriately determine a sign that a vehicle is getting stuck. [Brief description of the drawings]

[0008] [Figure 1] 1 is a configuration diagram of a stuck sign detection system including a stuck sign detection device according to an embodiment of the present disclosure. [Diagram 2] 1 is a diagram illustrating an example of a configuration of a stuck sign detection device according to an embodiment of the present disclosure. [Diagram 3] 1 is a diagram illustrating an example of a configuration of a stuck sign detection device according to an embodiment of the present disclosure. [Figure 4] FIG. 1 is a diagram used to explain a vehicle stack. [Diagram 5] 4 is a flowchart showing a process flow for determining the possibility of a stuck state in a stuck state sign detection device according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] (Configuration of the stack sign detection device) 1 is a configuration diagram of a stuck vehicle sign detection system including a stuck vehicle sign detection device according to an embodiment of the present disclosure. Here, "stuck" refers to a state in which the driving wheels of a vehicle continue to slip due to snow accumulation or the like while traveling, causing the driven wheels to stop and the vehicle to stop, or a state in which the driving wheels slip and the vehicle cannot start moving when starting. The stuck vehicle sign detection system 1 shown in Fig. 1 includes one or more vehicle control devices 2 and a server 3. The stuck vehicle sign detection system 1 determines the possibility of a vehicle becoming stuck, and provides information including the determination result to a user. A vehicle management company 4 shown in Fig. 1 is an example of a user of the stuck vehicle sign detection system 1, and owns a vehicle (not shown) different from vehicles V1 and V2. A vehicle control device 2 may or may not be installed in a vehicle owned by the vehicle management company 4.

[0010] The vehicle control device 2 is an example of a stuck vehicle sign detection device according to an embodiment of the present disclosure, and is arranged in a vehicle. In FIG. 1, the vehicle control device 2 is arranged in each of the vehicles V1 and V2. The vehicles V1 and V2 are, for example, passenger cars. The vehicle control device 2 determines the possibility of a stuck vehicle occurring in the vehicles V1 and V2 in which the vehicle control device 2 is arranged, and provides information including the determination result to the occupants. The occupants of the vehicles V1 and V2 in which the vehicle control device 2 is arranged are an example of a user of the stuck vehicle sign detection system 1.

[0011] The server 3 is an example of a stuck sign detection device according to an embodiment of the present disclosure. The server 3 is, for example, a cloud server arranged outside the vehicles V1 and V2 equipped with the vehicle control device 2. The server 3 can transmit and receive information to and from the vehicles V1 and V2 equipped with the vehicle control device 2. Based on the information received from the vehicle control device 2, the server 3 determines the possibility of a vehicle (not shown) owned by the vehicle management company 4 becoming stuck, and provides information including the determination result to the vehicle management company 4. The vehicle (not shown) owned by the vehicle management company 4 is, for example, a truck classified as a large vehicle.

[0012] Fig. 2 is a diagram showing an example of a configuration of a stuck vehicle symptom detection device according to an embodiment of the present disclosure. In the following description, it is assumed that the vehicle control device 2 shown in Fig. 2 is disposed in a vehicle V1. The vehicle control device 2 shown in Fig. 2 includes a control unit 20, a storage unit 21, an input / output interface 22, an operation amount detection unit 23, a driving state detection unit 24, and a display unit 25.

[0013] The control unit 20 is, for example, a CPU (Central Processing Unit). The control unit 20 reads out a program from the storage unit 21 and executes the program. The storage unit 21 has a storage medium such as a hard disk drive (HDD), a solid state drive (SSD), etc. The storage unit 21 stores programs executed by the control unit 20 and vehicle specifications of the vehicle V1. The storage unit 21 also has a temporary storage medium such as a RAM (Random Access Memory) that the control unit 20 uses as a workspace. Possible vehicle specifications stored in memory unit 21 include information regarding the drive system of vehicle V1, information regarding the braking system of vehicle V1, information regarding the steering system of vehicle V1, information regarding the weight of vehicle V1, information regarding the dimensions of vehicle V1, information regarding the tires of vehicle V1, etc.

[0014] The input / output interface 22 is, for example, a Universal Serial Bus (USB) terminal, a Local Area Network (LAN) terminal, etc. The vehicle control device 2 is connected to a vehicle communication network such as a Controller Area Network (CAN) via the input / output interface 22, and the vehicle control device 2 can transmit and receive information to and from the server 3 via the CAN.

[0015] The operation amount detection unit 23 detects the amount of operation of an operation member of the vehicle V1. The operation members of the vehicle V1 may be an accelerator pedal, a brake pedal, or a steering wheel. The running state detection unit 24 detects the running state of the vehicle V1. The running state of the vehicle V1 may include position information of the vehicle V1, the wheel speed of the driving wheels of the vehicle V1, the wheel speed of the driven wheels of the vehicle V1, the speed of the vehicle V1, the acceleration in three directions of the vehicle V1, the forward / rearward direction, the left / right direction, and the up / down direction, the angular velocities in three directions of the vehicle V1, the pitch direction, the yaw direction, and the roll direction, and the master cylinder pressure. The display unit 25 is, for example, a liquid crystal display device, and displays a setting screen for the vehicle control device 2, a screen for providing the user with information regarding the possibility of getting stuck, and the like.

[0016] Fig. 3 is a diagram showing an example of a configuration of a stuck sign detection device according to an embodiment of the present disclosure. The server 3 shown in Fig. 3 includes a control unit 30, a storage unit 31, and an input / output interface 32. The control unit 30, the storage unit 31, and the input / output interface 32 have the same configurations as the control unit 20, the storage unit 21, and the input / output interface 22 of the vehicle control device 2 shown in Fig. 2. Big data based on information acquired from the vehicle control device 2 is stored in a storage medium such as an SSD of the storage unit 31.

[0017] (Vehicle Stack) A vehicle getting stuck will be described with reference to FIG. 4. In the following, the vehicle V1 is assumed to be a front-wheel drive vehicle. The road surface is assumed to have a steep gradient and to be covered with unpacked snow. FIG. 4(a) shows an example of the change in wheel speed over time for the left front wheel, which is one of the driving wheels of the vehicle V1. FIG. 4(b) shows an example of the change in wheel speed over time for the left rear wheel, which is one of the driven wheels of the vehicle V1. The horizontal axis of FIG. 4(a) and (b) shows the time t after the ignition switch of the vehicle V1 is turned on.

[0018] In Fig. 4(a), the left front wheel of the vehicle V1 is in a grip state until time T0, and the wheel speed increases in response to an increase in the accelerator opening (not shown) of the vehicle V1. At time T0, the left front wheel of the vehicle V1 is approaching its grip limit. As the left front wheel of the vehicle V1 approaches its grip limit, it begins to slip, causing rotational fluctuation in the wheel speed.

[0019] 4(c) shows the amount of slip of the left front wheel among the drive wheels of the vehicle V1. Here, the amount of slip of the drive wheels is calculated by the following formula (1). Slip amount = wheel speed of driving wheels - average wheel speed of left and right driven wheels … (1)

[0020] As shown in Fig. 4(c), when the amount of slip of the left front wheel increases, the wheel speed of the left rear wheel decreases as shown in Fig. 4(b). When the driving wheels including the left front wheel of vehicle V1 reach the grip limit and this condition continues, the driven wheels including the left rear wheel of vehicle V1 stop. In Fig. 4(b), at timing T1, the left rear wheel of vehicle V1 stops, and vehicle V1 becomes stuck.

[0021] (Functions of the stack detection device) The vehicle control device 2 and the server 3 determine the possibility of the vehicle getting stuck by calculating a variance substitute value, which is a parameter indicating the rotational deviation of the wheel speed of the driving wheels that occurs when the driving wheels of the vehicle approach the grip limit. The functions of the vehicle control device 2 and the server 3 will be described below.

[0022] The control unit 20 of the vehicle control device 2 shown in FIG. 2 executes a program stored in the storage unit 21, and thereby functions as a first acquisition unit 200, a calculation unit 201, a stuck determination unit 202, and a determination result output unit 203.

[0023] The first acquisition unit 200 acquires information on the amount of operation of an operating member of the vehicle V1 from the operation amount detection unit 23. For example, the first acquisition unit 200 acquires information on the amount of operation of an accelerator pedal of the vehicle V1 from the operation amount detection unit 23. The first acquisition unit 200 also acquires information on the running state of the vehicle V1 from the running state detection unit 24. For example, the first acquisition unit 200 acquires from the running state detection unit 24 the wheel speeds of the right front wheel and the left front wheel of the vehicle V1, and the wheel speeds of the right rear wheel and the left rear wheel of the vehicle V1.

[0024] The calculation unit 201 calculates the amount of slip of the driving wheels of the vehicle V1 based on the wheel speeds of the driving wheels and the wheel speeds of the driven wheels of the vehicle V1 acquired by the first acquisition unit 200, using the above formula (1).

[0025] Further, the calculation unit 201 calculates the variance substitute value X based on the wheel speed of the driving wheels of the vehicle V1 acquired by the first acquisition unit 200, using the formula (2). X(t) = Σ|X1(t)-X2(t)|…(2) In equation (2), t is time. X1(t) is an example of a first wheel speed, and is the wheel speed of the driving wheels of the vehicle V1 acquired by the first acquisition unit 200 at time t. X2(t) is an example of the second wheel speed, and is a time average value of the wheel speeds of the driving wheels of the vehicle V1 acquired by the first acquisition unit 200 up to time t. When the wheel speed X1(t) of the driving wheels of the vehicle V1 is acquired by the first acquisition unit 200, the calculation unit 201 updates X2(t). The variance substitute value X(t) is an example of a deviation-related value. The calculation unit 201 calculates the variance substitute value X(t) based on the wheel speed X1(t) of the driving wheels of the vehicle V1 acquired within a predetermined period and the corresponding time average value X2(t) of the wheel speed of the driving wheels of the vehicle V1.

[0026] FIG. 4(d) shows an example of the variance substitute value X(t). In FIG. 4(d), the sum of X1(t)-X2(t) for which X1(t)-X2(t)≧0 in a given period is shown in the upper part (positive component). And the sum of X1(t)-X2(t) for which X1(t)-X2(t)<0 in a given period is shown in the lower part (negative component). The value of the variance substitute value X(t) is the sum of the positive component (upper part) and the negative component (lower part). The value of the variance substitute value X(t) accurately represents the magnitude of the rotational shake at the wheel speed of the left front wheel of the vehicle V1 shown in FIG. 4(a).

[0027] The stuck determination unit 202 determines the possibility of the vehicle V1 becoming stuck based on information regarding the amount of accelerator pedal operation of the vehicle V1 acquired by the first acquisition unit 200, information regarding the wheel speeds of the right rear wheel and the left rear wheel, which are the driven wheels of the vehicle V1, and the variance proxy value X(t) calculated by the calculation unit 201.

[0028] The stuck determination unit 202 determines whether or not an acceleration request is generated in the vehicle V1 based on information regarding the operation amount of the accelerator pedal of the vehicle V1 acquired by the first acquisition unit 200. For example, when the operation amount of the accelerator pedal of the vehicle V1 is 0, the stuck determination unit 202 determines that an acceleration request is not generated in the vehicle V1. However, even when the accelerator pedal is not operated as in an autonomous vehicle, if an acceleration request is generated by another means, the stuck determination unit 202 determines that the determination result of the possibility of the vehicle V1 becoming stuck is "no determination." If the amount of operation of the accelerator pedal of the vehicle V1 is not 0, the stuck determination unit 202 starts determining whether the vehicle V1 is likely to be stuck, and performs the first stuck determination and the second stuck determination described below.

[0029] (First stack decision) [1.1] Is the slippage of the left front wheel of vehicle V1 less than a predetermined threshold? [1.2] Is the slippage of the right front wheel of vehicle V1 less than a predetermined threshold? [1.3] Is the variance proxy value X(t) of the left front wheel less than a predetermined threshold? [1.4] Is the variance proxy value X(t) of the right front wheel less than a predetermined threshold?

[0030] The slip amount of the left and right front wheels of the vehicle V1 and the variance substitute value X(t) of the left and right front wheels of the vehicle V1 are calculated by the calculation unit 201. In the judgments [1.1]-[1.4], the thresholds are determined for each vehicle V1 and are stored in a storage medium such as an SSD of the storage unit 21. When the judgments [1.1]-[1.4] are all positive, the stuck judgment unit 202 judges the judgment result of the possibility that the vehicle V1 will get stuck to be "grip."

[0031] (Second Stack Judgment) [2.1] Is the left rear wheel of vehicle V1 stopped? [2.2] Is the right rear wheel of vehicle V1 stopped? [2.3] Is the larger of the slippage amounts of the left and right drive wheels of vehicle V1 greater than a predetermined threshold?

[0032] Whether the left rear wheel and the right rear wheel of the vehicle V1 are stopped is determined based on the wheel speeds of the left rear wheel and the right rear wheel of the vehicle V1 acquired by the first acquisition unit 200. The slip amount of the left front wheel and the right front wheel of the vehicle V1 is calculated by the calculation unit 201. The threshold value of the judgment [2.3] is determined for each vehicle V1 and is stored in a storage medium such as an SSD of the storage unit 21. When all of the judgments [2.1]-[2.3] are affirmative, the stack judgment unit 202 judges the judgment result of the possibility that the vehicle V1 will be stuck as "exceeding the grip limit". When at least one of the judgments [2.1]-[2.3] is negative, the stack judgment unit 202 judges the judgment result of the possibility that the vehicle V1 will be stuck as "near the grip limit". When the stack judgment unit 202 judges the possibility that the vehicle V1 will be stuck as "exceeding the grip limit", there is a high possibility that the vehicle V1 is actually stuck.

[0033] Fig. 4(e) shows an example of a determination result of the stuck determination unit 202. In Fig. 4(e), a determination result of "no determination" is represented as 0, a determination result of "grip" is represented as 1, a determination result of "near grip limit" is represented as 2, and a determination result of "exceeding grip limit" is represented as 3. In the vicinity of timing T0 when rotational wobble begins to occur in the wheel speed of the left front wheel of the vehicle V1, the determination result of the stuck determination unit 202 gradually changes from "grip" to "near grip limit". At timing T1 when the left rear wheel of the vehicle V1 stops, the determination result of the stuck determination unit 202 changes from "near grip limit" to "exceeding grip limit".

[0034] 2 outputs the determination result of the stack determination unit 202. The determination result output unit 203 may output the determination result to, for example, the display unit 25. The determination result output unit 203 transmits the determination result of the stack determination unit 202, the information acquired by the first acquisition unit 200, and the information calculated by the calculation unit 201 to the server 3 via, for example, the input / output interface 22.

[0035] The control unit 30 of the server 3 shown in FIG. 3 executes a program stored in the storage unit 31 to function as a second acquisition unit 300, a calculation unit 301, a stack determination unit 302, and an information provision unit 303.

[0036] The second acquisition unit 300 acquires information about the vehicles V1 and V2 from the vehicle control devices 2 of the vehicles V1 and V2. For example, the second acquisition unit 300 acquires information output by the determination result output unit 203 via the input / output interface 32. The second acquisition unit 300 stores the acquired information as big data in an SSD or the like of the storage unit 31. In addition, the second acquisition unit 300 acquires information about the vehicles owned by the vehicle management company 4 from the vehicle management company 4, such as vehicle specifications, location information, and the like.

[0037] The calculation unit 301 has the same functions as the calculation unit 201. For example, when the second acquisition unit 300 acquires information about a vehicle, the calculation unit 301 calculates a slip amount and a variance substitute value for the vehicle. The vehicles for which the calculation unit 301 calculates the slip amount and the variance substitute value include vehicles that do not have a vehicle control device 2 installed, for example, vehicles owned by a vehicle management company 4.

[0038] The stuck determination unit 302 has the same function as the stuck determination unit 202. For example, the stuck determination unit 302 determines the possibility that a vehicle owned by the vehicle management company 4 will become stuck, based on the information acquired by the second acquisition unit 300 and the slip amount and the dispersion substitute value calculated by the calculation unit 301.

[0039] Further, the stack determination unit 302 determines the possibility of the vehicle getting stuck based on the information acquired by the second acquisition unit 300 from the vehicle control device 2. For example, the stack determination unit 302 performs statistical processing on the big data stored in the SSD or the like of the storage unit 31, and determines the possibility of the vehicle getting stuck for each driving area and vehicle category. For example, in the vehicle control device 2 of the vehicle V1, when the stack determination unit 202 determines the "grip", the possibility of the large vehicle getting stuck in the area where the vehicle V1 is driving is determined to be "low stack risk". In the vehicle control device 2 of the vehicle V1, when the stack determination unit 202 determines the "near grip limit", the possibility of the large vehicle getting stuck in the area where the vehicle V1 is driving is determined to be "medium stack risk". In the vehicle control device 2 of the vehicle V1, when the stack determination unit 202 determines the "grip limit exceeded", the possibility of the large vehicle getting stuck in the area where the vehicle V1 is driving is determined to be "high stack risk".

[0040] The information providing unit 303 provides the vehicle management company 4 with information including the determination result of the possibility of a vehicle becoming stuck, based on the result determined by the stuck determination unit 302. For example, the information providing unit 303 transmits information regarding the possibility of a large vehicle becoming stuck, determined by the stuck determination unit 302, to the vehicle management company 4 via the input / output interface 32. The vehicle management company 4 creates a driving plan for the vehicles it owns based on the provided information. This makes it possible to reduce the possibility of a large vehicle becoming stuck, and to reduce the possibility of a disruption occurring in the road traffic network.

[0041] (Processing of stack sign detection device) Fig. 5 is a flowchart showing a process flow for determining the possibility of a vehicle being stuck in a stuck sign detection device according to an embodiment of the present disclosure. A series of processes shown in Fig. 5 are repeatedly executed by the control unit 20 of the vehicle control device 2 and the control unit 30 of the server 3. Once the control unit 20 of the vehicle control device 2 and the control unit 30 of the server 3 finish the process shown in Fig. 5, they start the process of the next cycle. The process flow executed in the control unit 20 of the vehicle control device 2 of the vehicle V1 will be described below.

[0042] In S100, the control unit 20 functions as a first acquisition unit 200 and acquires information from the operation amount detection unit 23 and the driving condition detection unit 24. For example, the control unit 20 acquires information related to the operation amount of the accelerator pedal of the vehicle V1 from the operation amount detection unit 23. The control unit 20 acquires the wheel speeds of the right front wheel and the left front wheel of the vehicle V1, as well as the wheel speeds of the right rear wheel and the left rear wheel of the vehicle V1, from the driving condition detection unit 24. In S110, the control unit 20 functions as the calculation unit 201, and calculates the slip amount and the variance substitute value for each of the left and right front wheels of the vehicle V1 based on the information acquired in S200.

[0043] In S120, the control unit 20 functions as the stuck determination unit 202 and determines whether or not an acceleration request has been made to the vehicle V1. If an acceleration request has been made to the vehicle V1 (S120: YES), the process proceeds to S130. On the other hand, if an acceleration request has not been made to the vehicle V1 (S120: NO), the control unit 20 determines the result of the determination of the possibility of the vehicle V1 becoming stuck to be "no determination" (S150).

[0044] In S130, the control unit 20 functions as the stuck determination unit 202 and performs the first stuck determination described above. If all of the determinations [1.1]-[1.4] included in the first stuck determination are affirmative (S130: YES), the control unit 20 determines the determination result of the possibility that the vehicle V1 will get stuck as "grip" (S160). If at least one of the determinations [1.1]-[1.4] included in the first stuck determination is negative (S130: NO), the control unit 20 proceeds to the process of S140.

[0045] In S140, the control unit 20 functions as the stuck determination unit 202 and performs the second stuck determination described above. If all of the determinations [2.1]-[2.3] included in the second stuck determination are affirmative (S140: YES), the control unit 20 determines the determination result of the possibility of the vehicle V1 getting stuck as "exceeding the grip limit" (S180). If at least one of the determinations [2.1]-[2.3] included in the second stuck determination is negative (S140: NO), the control unit 20 determines the determination result of the possibility of the vehicle V1 getting stuck as "near the grip limit" (S170).

[0046] [Modifications] In the above embodiment, the control unit 20 of the vehicle control device 2 arranged in the vehicle V1 functions as the calculation unit 201 and the stack determination unit 202 to determine the possibility of the vehicle V1 becoming stuck. However, the control unit 20 of the vehicle control device 2 does not have to function as the calculation unit 201 and the stack determination unit 202. For example, the control unit 20 may transmit the information acquired by the first acquisition unit 200 to the server 3 via the input / output interface 22. The control unit 30 of the server 3 may function as the calculation unit 301 and the stack determination unit 302 to determine the possibility of the vehicle V1 becoming stuck based on the information received from the vehicle control device 2. When the server 3 determines the possibility of the vehicle V1 becoming stuck, it is preferable that the information provision unit 303 transmits the determination result to the vehicle control device 2. The control unit 20 of the vehicle control device 2 may execute a program stored in the memory unit 31 of the server 3 to function as a first acquisition unit 200, a calculation unit 201, a stack determination unit 202, and a determination result output unit 203. The stuck sign detection system does not need to include the server 3. If the stuck sign detection system does not include the server 3, the determination result output unit 203 does not transmit information such as the determination result of the stuck determination unit 202 to the server 3.

[0047] In the above embodiment, the calculation unit 201 and the calculation unit 301 calculate the variance substitute value as a parameter indicating the rotational deviation of the wheel speed of the drive wheels. However, the parameter indicating the rotational deviation of the wheel speed of the drive wheels calculated by the calculation unit 201 is not limited to the variance substitute value. For example, a statistical variance value may be calculated as a parameter indicating the rotational deviation of the wheel speed of the drive wheels. In the above embodiment, the calculation unit 201 and the calculation unit 301 calculate the deviation amount of the time average value of the wheel speed of the driving wheels of the vehicle V1 acquired by the first acquisition unit 200 from the wheel speed of the driving wheels of the vehicle V1 acquired by the first acquisition unit 200 to calculate the variance substitute value, which is an example of the deviation-related value. However, the calculation method of the deviation-related value is not limited to this. For example, the deviation-related value may be calculated according to the frequency at which the wheel speed of the driving wheels of the vehicle V1 acquired by the first acquisition unit 200 exceeds the time average value of the wheel speed of the driving wheels of the vehicle V1 acquired by the first acquisition unit 200. The calculation unit 201 and the calculation unit 301 may calculate the deviation of the wheel speed of the driving wheels of the vehicle V1 acquired by the first acquisition unit 200 from the moving average value of the wheel speed of the driving wheels of the vehicle V1 as the deviation-related value.

[0048] In the above embodiment, the stack determination unit 202 and the stack determination unit 302 start determining whether the vehicle V1 is likely to get stuck when an acceleration request is made to the vehicle V1. However, the condition for the stack determination unit 202 and the stack determination unit 302 to start determining whether the vehicle V1 is likely to get stuck is not limited to only when an acceleration request is made to the vehicle V1. For example, the condition for starting the determination whether the deviation-related value calculated by the calculation unit 201 and the calculation unit 301, or the amount of change or the rate of change thereof, is equal to or greater than a predetermined threshold may be included in the condition for starting the determination whether the vehicle V1 is likely to get stuck. For example, the stack determination unit 202 and the stack determination unit 302 may start determining whether the vehicle V1 is likely to get stuck when an acceleration request is made to the vehicle V1 and the deviation-related value calculated by the calculation unit 201 and the calculation unit 301, or the amount of change or the rate of change thereof, is equal to or greater than a predetermined threshold. The predetermined threshold may be different for each vehicle V1.

[0049] In the above embodiment, the vehicle V1 is a front-wheel drive vehicle. However, the vehicles V1 and V2 are not limited to front-wheel drive vehicles. For example, the vehicles V1 and V2 may be rear-wheel drive vehicles or four-wheel drive vehicles. In the case of a rear-wheel drive vehicle, the driving wheels of the vehicles V1 and V2 are the left rear wheel and the right rear wheel, and the driven wheels are the left front wheel and the right front wheel. In the case of a four-wheel drive vehicle, the driving wheels of the vehicles V1 and V2 are each wheel, and the driven wheel speed is the estimated vehicle speed estimated from each wheel speed.

[0050] The process flow for determining the possibility of getting stuck in the stuck sign detection device shown in Fig. 5 is an example, and is not limited thereto. For example, when the stuck determination unit 202 determines that the possibility of getting stuck in the vehicle V1 is "near the grip limit" (S170), it may further determine whether or not the variance substitute value X(t) of the drive wheels of the vehicle V1 exceeds a predetermined threshold. When the variance substitute value X(t) of the drive wheels of the vehicle V1 exceeds a predetermined threshold, the stuck determination unit 202 may update the determination result of the possibility of getting stuck in the vehicle V1 to "exceeding the grip limit".

[0051] [Software implementation example] The functions of the stack precursor detection device (hereinafter referred to as the "device") can be realized by a program for causing a computer to function as the device, and by a program for causing a computer to function as each control block of the device (particularly each part included in control unit 20 and control unit 30). In this case, the device includes a computer having at least one control device (e.g., a processor) and at least one storage device (e.g., a memory) as hardware for executing the program. The control device and storage device execute the program to realize each function described in each of the above embodiments. The program may be non-transitory and may be recorded in one or more computer-readable recording media. The recording media may or may not be included in the device. In the latter case, the program may be provided to the device via any wired or wireless transmission medium. In addition, some or all of the functions of each of the control blocks can be realized by a logic circuit. For example, an integrated circuit in which a logic circuit that functions as each of the control blocks is formed is also included in the scope of the present disclosure. In addition, the functions of each of the control blocks can be realized by, for example, a quantum computer. Furthermore, each process described in each of the above embodiments may be executed by AI (Artificial Intelligence).

[0052] 〔summary〕 A stack precursor detection device according to one embodiment of the present disclosure includes a calculation unit that compares a first wheel speed, which is the wheel speed of a drive wheel of a vehicle, with a second wheel speed, which is an average wheel speed of the drive wheels, and calculates a deviation-related value related to the deviation of the first wheel speed from the second wheel speed, and a stack determination unit that determines the possibility of the vehicle becoming stuck when the deviation-related value is determined to be equal to or greater than a predetermined threshold value and an acceleration request is generated for the vehicle. The inventors have found that the amount of axle wobble increases and the frequency of occurrence of axle wobble increases before the vehicle gets stuck. Therefore, in the present disclosure, a deviation-related value is calculated based on the deviation between the average wheel speed and the actual wheel speed. This deviation-related value indicates the amount or number of axle wobble that occurs when the vehicle approaches a stuck state from a grip state. If the deviation-related value is equal to or greater than a predetermined threshold value and an acceleration request is being issued to the vehicle, it is determined that there is a high possibility that the vehicle will get stuck. This makes it possible to detect a sign of the vehicle getting stuck before it gets stuck.

[0053] In one embodiment of the present disclosure, the stack prediction detection device is configured to determine whether or not to start determining whether the vehicle is likely to become stuck when an acceleration request is generated for the vehicle and based on the deviation-related value or the amount of change or rate of change of the deviation-related value. According to the above embodiment, when determining whether to start a judgment on the possibility of a vehicle becoming stuck, the possibility of the vehicle becoming stuck can be judged more accurately by taking into account conditions related to the deviation-related value or its change amount or rate of change.

[0054] In one embodiment of the stack precursor detection device of the present disclosure, the calculation unit calculates a slip amount based on the first wheel speed and a third wheel speed of the driven wheel of the vehicle, and the stack determination unit determines the possibility of the vehicle becoming stuck based on the deviation-related value and the slip amount when an acceleration request is generated for the vehicle. According to the above embodiment, by taking the amount of slip of the drive wheels of the vehicle into consideration when determining the possibility of the vehicle becoming stuck, it is possible to more accurately determine the possibility of the vehicle becoming stuck.

[0055] In a stack precursor detection device according to one embodiment of the present disclosure, when an acceleration request is made for the vehicle, the stack determination unit determines the possibility of the vehicle becoming stuck based on the deviation-related value and the wheel speed of the driven wheels of the vehicle. If the drive wheels of the vehicle continue to be unable to grip the road, the driven wheels of the vehicle may stop. According to the above embodiment, the stuck determination unit can more accurately determine the possibility of the vehicle becoming stuck by taking into account the wheel speed of the driven wheels of the vehicle when determining the possibility of the vehicle becoming stuck.

[0056] [Additional Notes] The present disclosure is not limited to the above-described embodiments, and various modifications are possible within the scope of the claims. Embodiments obtained by appropriately combining the technical means disclosed in different embodiments are also included in the technical scope of the present disclosure. [Explanation of symbols]

[0057] 1. Stack Prediction Detection System 2 Vehicle control device (stuck sign detection device) 3 Server (Stack Prediction Detection Device) 201, 301 Calculation section 202, 302 Stack determination unit

Claims

1. a calculation unit that compares a first wheel speed, which is a wheel speed of a drive wheel of a vehicle, with a second wheel speed, which is an average value of the wheel speeds of the drive wheels, and calculates a deviation-related value relating to a deviation of the first wheel speed from the second wheel speed; a stack determination unit that determines a possibility that the vehicle will become stuck when it is determined that the deviation-related value is equal to or greater than a predetermined threshold value and an acceleration request is issued to the vehicle; and A stack detection device comprising:

2. 2. The stack prediction detection device according to claim 1, wherein the stack determination unit determines whether or not to start a determination as to the possibility of the vehicle becoming stuck when an acceleration request is generated for the vehicle and depending on the deviation-related value or the amount of change or rate of change of the deviation-related value.

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