Model car control and steering devices

Abstract

To easily reduce slip of a model car.SOLUTION: A control device of a model car according to the present invention includes: a rotation sensor that detects the rotation speed of a first wheel and a second wheel of the model car; and a control part that, when a rotation speed difference between the first wheel and the second wheel is equal to or greater than a predetermined speed, controls to drive a driving source of the model car so as to reduce the rotation speed difference.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a control device for a model car. and control device The present invention relates to a drive control system for a model car when the wheels of the car slip. [Background technology]

[0002] In vehicles, a system has been proposed in which slippage is determined based on the relationship between the rotation speed difference between the front and rear wheels, and when slippage occurs in one of the front and rear wheels, the torque split between the front and rear wheels is feedback controlled so that the rotation speed difference between the front and rear wheels matches the target rotation speed difference between the front and rear wheels (see, for example, Patent Document 1 below). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 01-111529 Summary of the Invention [Problem to be solved by the invention]

[0004] However, model cars, like regular cars, can have their wheels slip, so model cars have been developed that use traction control to prevent wheel slippage. However, in such a model car, the operator (user) must make various settings for performing traction control, which may require the operator to perform complicated tasks.

[0005] The present invention has been made in view of the above circumstances, and has as its object to easily reduce slippage of model cars. [Means for solving the problem]

[0006] The control device for a model car according to the present invention comprises: The model car is provided with the a rotation sensor for detecting the rotation speed of the first wheel and the second wheel of the model car; A control device for wirelessly operating the model car is provided, a control unit that, when a difference in rotation speed between the first wheel and the second wheel is equal to or greater than a threshold value, controls the drive source of the model car so as to reduce the difference in rotation speed; The control unit causes the driving source to operate intermittently. . [Effects of the Invention]

[0007] According to the present invention, slippage of the model car can be easily reduced. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a diagram illustrating the configuration of a radio control system 1 according to a first embodiment. [Figure 2] FIG. 2 is a diagram illustrating the configuration of a rotation sensor. [Figure 3] FIG. 2 is a diagram illustrating a signal flow in traction control. [Figure 4] FIG. 10 is a diagram illustrating an intermittent operation. [Figure 5] 10 is a flowchart showing the flow of traction control. [Figure 6] FIG. 10 is a diagram illustrating the configuration of a radio control system 1A according to a second embodiment. [Figure 7] FIG. 2 is a diagram illustrating a signal flow in traction control. [Figure 8] 10 is a flowchart showing the flow of traction control. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present invention will be described in the following order. <1. First embodiment> 2. Second embodiment <3. Modifications> <4. Summary>

[0010] <1. First embodiment> [1.1. Radio control system configuration] FIG. 1 is a diagram illustrating the configuration of a radio control system 1 according to the first embodiment. The radio control system 1 includes a control device 2 that functions as a controller, and a model car 3 that serves as a controlled object that is controlled by the control device 2 via radio.

[0011] The control device 2 includes a control unit 11, a communication unit 12, an operation unit 13, and a display unit 14. The control unit 11 is a microcomputer including, for example, a CPU (Central Processing Unit), RAM (Random Access Memory), and ROM (Read Only Memory). The CPU of the control unit 11 controls the entire control device 2 and controls the operation of the model car 3 by expanding a program stored in the ROM into the RAM and executing it.

[0012] The communication unit 12 modulates the signals to be transmitted (rotation speed control signal, steering control signal) into a predetermined communication format and transmits them from the antenna 12a to the model automobile 3. In addition, when a management data signal (described later) is transmitted from the model automobile 3, the communication unit 12 receives and demodulates the management data signal and outputs it to the control unit 11.

[0013] The operation unit 13 is a stick, wheel, button, or the like that receives operations from the operator. The operation unit 13 includes, for example, an acceleration / deceleration operation element 13a for instructing acceleration (accelerator) and deceleration (brake) of the model automobile 3, a steering operation element 13b for instructing steering of the model automobile 3, and a switching operation element 13c for switching on and off traction control, which will be described later.

[0014] When the acceleration / deceleration operator 13a is operated, the operation unit 13 outputs a signal indicating the amount of operation of the acceleration / deceleration operator 13a to the control unit 11. At this time, the control unit 11 transmits a rotation speed control signal to the model automobile 3 so that the driving motor 26 (rear wheels 22) rotates at a rotation speed corresponding to the input signal indicating the amount of operation of the acceleration / deceleration operator 13a.

[0015] When the steering operator 13b is operated, the operation unit 13 outputs a signal indicating the amount of operation of the steering operator 13b to the control unit 11. At this time, the control unit 11 transmits a steering control signal to the model automobile 3 so that the model automobile 3 is steered at an angle corresponding to the input signal indicating the amount of operation of the steering operator 13b.

[0016] Furthermore, every time the switching operator 13c is operated, the operation unit 13 outputs a switching signal to the control unit 11. Every time the control unit 11 receives a switching signal, it switches the traction control on and off.

[0017] The display unit 14 is made up of a predetermined display device such as a liquid crystal display or an organic EL display, and displays information necessary for operating the model car 3 in a timely manner according to the display control of the control unit 11.

[0018] The model car 3 includes front wheels 21, rear wheels 22, an ESC (Electric Speed ​​Controller) 23, a communication unit 24, a battery 25, a driving motor 26, a steering servo 27, and rotation sensors 28 and 29. The model car 3 is a four-wheeled vehicle that runs on two front wheels 21 and two rear wheels 22. The front wheels 21 and rear wheels 22 are formed to have the same diameter.

[0019] A steering servo 27 is connected to the front wheels 21. The steering servo 27 is driven in accordance with a steering control signal transmitted from the control device 2, thereby steering the front wheels 21 in accordance with the steering control signal. This causes the model automobile 3 to change its direction of travel. Therefore, the front wheels 21 function as steering wheels (non-drive wheels).

[0020] A traction motor 26 is connected to the rear wheels 22. The model car 3 travels when the rear wheels 22 are rotated by the traction motor 26. Therefore, the rear wheels 22 function as drive wheels.

[0021] The ESC 23 controls the rotation speed of the traction motor 26 (rear wheels 22) using the power of the battery 25 in accordance with a rotation speed control signal transmitted from the control device 2. The battery 25 is not only used to drive the driving motor 26 via the ESC 23, but also as a power source for various parts inside the model car 3, such as the communication unit 24, the steering servo 27, and the rotation sensors 28 and 29.

[0022] The communication unit 24 receives and demodulates the radio signals (rotation speed control signal, steering control signal) transmitted from the control device 2 via the antenna 24a. The communication unit 24 outputs the demodulated signals (rotation speed control signal, steering control signal) to the ESC 23 and the steering servo 27.

[0023] In addition, the radio control system 1 is equipped with a so-called telemetry function, and the communication unit 24 modulates management data related to the running of the model car 3, such as the temperature and voltage of the battery 25 and the current value of the running motor 26, using a predetermined communication method and transmits it as a management data signal from the antenna 24a to the control device 2. Upon receiving the control data signal, the control device 2 displays the temperature and voltage of the battery 25, the current value of the driving motor 26, and other information indicated in the control data on the display unit 14 in accordance with the control of the control unit 11. This allows the operator to operate the model car 3 while looking at the control data displayed on the display unit 14 of the control device 2 and using this information as a reference.

[0024] The rotation sensor 28 detects the rotation speed of the front wheel 21 at predetermined measurement intervals, and outputs a front wheel rotation speed signal indicating the detected rotation speed to the communication unit 24. The rotation sensor 29 detects the rotation speed of the rear wheel 22 at predetermined measurement intervals, and outputs a rear wheel rotation speed signal indicating the detected rotation speed to the communication unit 24. When the front wheel rotation speed signal and the rear wheel rotation speed signal are collectively described, they will be referred to as wheel rotation speed signals.

[0025] The communication unit 24 uses its telemetry function to transmit the wheel rotation speed signals input from the rotation sensors 28, 29 to the control device 2 as part of the management data signal. This allows the control unit 11 of the control device 2 to constantly monitor the rotation speeds of the front wheels 21 and rear wheels 22 of the model automobile 3.

[0026] Fig. 2 is a diagram illustrating the configuration of the rotation sensor 28. For ease of explanation, a steering mechanism connected to the steering servo 27 for steering the front wheels 21 is omitted from Fig. 2.

[0027] As shown in FIG. 2, the front wheel 21 is rotatably connected to a wheel hub 33 that is sandwiched from above and below by an upper arm 31 and a lower arm 32 that extend from a chassis (not shown) toward the outside of the vehicle body.

[0028] The rotation sensor 28 is a magnetic sensor that detects the rotation speed based on changes in a magnetic field. The rotation sensor 28 is fixed to the wheel hub 33 so that its magnetic field detection portion faces the front wheel 21. At this time, the magnetic field detection portion of the rotation sensor 28 is fixed at a predetermined distance in the radial direction around the rotation axis of the front wheel 21.

[0029] A magnet 28a is fixed to the inner peripheral surface 21a of the front wheel 21 on the wheel hub 33 side. The magnet 28a is fixed at the same distance as the magnetic field detection portion of the rotation sensor 28 in the radial direction centered on the rotation axis of the front wheel 21. Therefore, the magnetic field detection portion of the rotation sensor 28 and the magnet 28a are disposed facing each other at the same distance with the rotation axis of the front wheel 21 as the center.

[0030] When the front wheel 21 rotates, the magnet 28a also rotates in accordance with the rotation. The rotation sensor 28 detects the number of rotations of the front wheel 21 by detecting the magnetic field changed by the magnet 28a with a magnetic field detection unit. The rotation sensor 29 has the same configuration as the rotation sensor 28.

[0031] [1.2. Traction control] Next, the traction control will be described. In the first embodiment, the control unit 11 and the rotation sensors 28 and 29 function as a control device that performs the traction control.

[0032] In the model automobile 3, for example, when traveling on a road surface with a low friction coefficient (low μ road surface), the rear wheels 22, which are the drive wheels, may slip (spin). If the rear wheels 22 slip, the driving force from the traveling motor 26 cannot be transmitted to the road surface, and the model automobile 3 cannot travel stably.

[0033] On the other hand, when the model automobile 3 is going around a corner, the operator may intentionally cause the rear wheels 22, which are the driving wheels, to slip, causing the model automobile 3 to skid sideways, a so-called drifting run.

[0034] Therefore, when traction control is turned on in response to operation of the switching operation member 13c, traction control is executed in the radio control system 1. This quickly eliminates slippage of the rear wheels 22, allowing the model automobile 3 to run stably.

[0035] Furthermore, when the traction control is turned off in response to the operation of the switching operation member 13c, the traction control is not executed in the radio control system 1. This allows the driver to intentionally perform drifting.

[0036] 3 is a diagram illustrating the signal flow during traction control. The control unit 11 of the control device 2 receives wheel rotation speed signals at predetermined communication intervals from the rotation sensors 28, 29 of the model automobile 3. Here, the communication interval is, for example, the interval at which the control device 2 and the model automobile 3 communicate with each other.

[0037] When the control unit 11 receives the wheel rotation speed signal, it calculates the difference in rotation speed between the front wheels 21 and the rear wheels 22. Here, the control unit 11 calculates the rotation speed difference by subtracting the rotation speed indicated by the front wheel rotation speed signal from the rotation sensor 28 (i.e., the rotation speed of the front wheels 21) from the rotation speed indicated by the rear wheel rotation speed signal from the rotation sensor 29 (i.e., the rotation speed of the rear wheels 22).

[0038] The control unit 11 determines that slippage has occurred when there is a difference in rotation speed between the front wheels 21 and the rear wheels 22. Here, measurement errors may occur in the rotation sensors 28 and 29. Therefore, the control unit 11 determines that slippage has occurred when the difference in rotation speed between the front wheels 21 and the rear wheels 22 is equal to or greater than a predetermined threshold value. The threshold value is set taking into consideration measurement errors of the rotation sensors 28 and 29, etc.

[0039] However, if the tire diameters of the front wheel 21 and the rear wheel 22 are different, the rotation speed difference can be calculated after correcting the rotation speed of one of the wheels (front wheel 21 or rear wheel 22) taking into account the ratio of the tire diameters of the front wheel 21 and the rear wheel 22.

[0040] When the control unit 11 determines that slippage is occurring, it performs traction control to reduce (to within a certain range) the difference in rotation speed between the front wheels 21 and the rear wheels 22. In traction control, the control unit 11 performs feedback control to control the rotation speed of the rear wheels 22 so that the rotation speed of the rear wheels 22 decreases as the difference in rotation speed between the front wheels 21 and the rear wheels 22 increases.

[0041] For example, regardless of the amount of operation of the acceleration / deceleration operator 13a, the control unit 11 transmits to the model automobile 3 (ESC 23) a rotation speed control signal that causes the rotation speed of the rear wheels 22 to match the rotation speed of the front wheels 21. This causes the ESC 23 to drive the travel motor 26 so that the rotation speed of the rear wheels 22 matches the rotation speed of the front wheels 21, making it possible to eliminate slippage.

[0042] Furthermore, the control unit 11 may perform an intermittent operation in which the rotation speed of the rear wheels 22 (travel motor 26) is alternately switched between a high state and a low state. 4 is a diagram illustrating the intermittent operation. As shown in FIG. 4, the control unit 11 determines the rotation speed of the rear wheels 22 when the rotation speed is high (high state) and when the rotation speed of the rear wheels 22 is low (low state). For example, the control unit 11 determines the rotation speed in the high state to be a rotation speed corresponding to the operation amount of the acceleration / deceleration operator 13a. The control unit 11 also determines the rotation speed in the low state to be a rotation speed obtained by subtracting the return amount from the rotation speed in the high state. The return amount is preliminarily associated with the difference in rotation speed between the front wheel 21 and the rear wheel 22 so that the return amount becomes larger as the difference in rotation speed between the front wheel 21 and the rear wheel 22 becomes larger.

[0043] Furthermore, the control unit 11 determines the duty ratio so that the larger the difference in rotation speed between the front wheels 21 and the rear wheels 22, the smaller the duty ratio becomes. Here, the duty ratio is the ratio of the high period to the sum of the high period in the high state and the low period in the low state, and is preliminarily associated with the difference in rotation speed between the front wheels 21 and the rear wheels 22.

[0044] The control unit 11 then determines the rotation speed (high and low state rotation speeds) of the rear wheels 22 based on the rotation speed, duty ratio, and return amount corresponding to the amount of operation of the acceleration / deceleration operator 13a, and outputs a rotation speed control signal to the model automobile 3 so that the rear wheels 22 rotate at the determined rotation speed. As a result, the ESC 23 drives the traction motor 26 so as to reduce the rotation speed of the rear wheels 22, thereby making it possible to eliminate slippage. The method for determining the rotation speed of the rear wheel 22 during intermittent operation is not limited to this, and other methods may be used.

[0045] Fig. 5 is a flowchart showing the flow of traction control. It is assumed that, during the execution of the traction control shown in Fig. 5, the control unit 11 receives wheel rotation speed signals from the rotation sensors 28 and 29 at predetermined communication intervals.

[0046] 5, in step S1, the control unit 11 calculates the difference in rotation speed between the front wheels 21 and the rear wheels 22 based on the wheel rotation speed signals transmitted from the rotation sensors 28 and 29. In step S2, the control unit 11 determines whether the difference in rotation speed calculated in step S1 is equal to or greater than a predetermined threshold value. In other words, the control unit 11 determines whether there is a difference in rotation speed between the front wheels 21 and the rear wheels 22.

[0047] If there is no difference in rotation speed between the front wheels 21 and the rear wheels 22, that is, if the difference in rotation speed is less than the threshold value (No in step S2), the processing ends. On the other hand, if there is a difference in rotation speed between the front wheels 21 and the rear wheels 22, that is, if the difference in rotation speed is equal to or greater than the threshold value (Yes in step S2), in step S3, the control unit 11 acquires a signal indicating the amount of operation from the acceleration / deceleration operator 13a.

[0048] In step S4, the control unit 11 calculates the rotation speed of the rear wheels 22 so as to reduce the difference in rotation speed between the front wheels 21 and the rear wheels 22. Then, in step S5, the control unit 11 transmits to the model automobile 3 a rotation speed control signal so as to make the rear wheels 22 rotate at the calculated rotation speed. As a result, in the model automobile 3, the ESC 23 reduces the rotation speed of the traction motor 26, i.e., the rotation speed of the rear wheels 22, and slippage is suppressed.

[0049] Thereafter, in step S6, the control unit 11 calculates the difference in rotation speed between the front wheels 21 and the rear wheels 22 based on the wheel rotation speed signals transmitted from the rotation sensors 28 and 29. In step S7, the control unit 11 determines whether the difference in rotation speed calculated in step S6 is equal to or smaller than a predetermined range. In other words, the control unit 11 determines whether the slip has been resolved.

[0050] If the difference in rotation speed between the front wheels 21 and the rear wheels 22 is not within the certain range, i.e., if the slip has not been resolved (No in step S7), the process returns to step S3. On the other hand, if the difference in rotation speed between the front wheels 21 and the rear wheels 22 is within the certain range, i.e., if the slip has been resolved (Yes in step S7), the process ends.

[0051] 2. Second embodiment [2.1. Radio control system configuration] FIG. 6 is a diagram illustrating the configuration of a radio control system 1A according to the second embodiment.

[0052] In the radio control system 1 as the first embodiment, the wheel rotation speed signals output from the rotation sensors 28, 29 are input to the control unit 11 of the steering device 2 via the communication units 24, 12, and the traction control is performed by the control unit 11. In contrast to this, in the radio control system 1A as the second embodiment, wheel rotation speed signals output from the rotation sensors 28, 29 are input to the ESC 23, which then executes traction control. The radio control system 1A differs from the radio control system 1 of the first embodiment only in the above configuration, and the other configurations are the same.

[0053] [2.2. Traction control] Next, traction control will be described. Fig. 7 is a diagram illustrating the signal flow in traction control. In the second embodiment, the ESC 23 and the rotation sensors 28 and 29 function as a control device that performs traction control.

[0054] The ESC 23 receives wheel rotation speed signals at predetermined measurement intervals from the rotation sensors 28, 29. Here, the measurement interval is the interval at which the rotation speed is detected by the rotation sensors 28, 29, and is an interval shorter than the communication interval between the control device 2 and the model automobile 3.

[0055] When receiving the wheel rotation speed signal, the ESC 23 calculates the difference in rotation speed between the front wheels 21 and the rear wheels 22. Then, the ESC 23 determines that slippage is occurring when there is a difference in rotation speed between the front wheels 21 and the rear wheels 22 (when the calculated difference in rotation speed is equal to or greater than a predetermined threshold value).

[0056] When it is determined that slippage is occurring, the ESC 23 performs traction control to reduce (to within a certain range) the difference in rotation speed between the front wheels 21 and the rear wheels 22. In the traction control, the ESC 23 performs feedback control to control the rotation speed of the rear wheels 22 so that the rotation speed of the rear wheels 22 decreases as the difference in rotation speed between the front wheels 21 and the rear wheels 22 increases.

[0057] For example, regardless of the rotation speed control signal sent from the control unit 11, the ESC 23 drives the traction motor 26 so that the rotation speed of the rear wheels 22 matches the rotation speed of the front wheels 21. This causes the rotation speed of the rear wheels 22 to match the rotation speed of the front wheels 21, making it possible to eliminate slippage.

[0058] Furthermore, similar to the first embodiment, the ESC 23 may be configured to perform an intermittent operation in which the rotation speed of the rear wheel 22 (travel motor 26) is alternately switched between a high state and a low state. This causes the ESC 23 to drive the travel motor 26 so as to reduce the rotation speed of the rear wheel 22, thereby making it possible to eliminate slippage.

[0059] Fig. 8 is a flowchart showing the flow of traction control. It is assumed that the ESC 23 receives wheel rotation speed signals from the rotation sensors 28 and 29 at predetermined measurement intervals during the execution of the traction control shown in Fig. 8.

[0060] 8, in step S11, the ESC 23 calculates the difference in rotation speed between the front wheel 21 and the rear wheel 22 based on the wheel rotation speed signals transmitted from the rotation sensors 28 and 29. In step S12, the ESC 23 determines whether the difference in rotation speed calculated in step S11 is equal to or greater than a predetermined threshold value. In other words, the ESC 23 determines whether there is a difference in rotation speed between the front wheel 21 and the rear wheel 22.

[0061] If there is no difference in rotation speed between the front wheels 21 and the rear wheels 22, that is, if the difference in rotation speed is less than the threshold value (No in step S12), the process ends. On the other hand, if there is a difference in rotation speed between the front wheels 21 and the rear wheels 22, that is, if the difference in rotation speed is equal to or greater than the threshold value (Yes in step S12), the ESC 23 acquires the rotation speed control signal transmitted from the control unit 11 in step S13.

[0062] In step S14, the ESC 23 calculates the rotation speed of the rear wheels 22 so as to reduce the difference in rotation speed between the front wheels 21 and the rear wheels 22. Then, in step S15, the ESC 23 drives the traction motor 26 so that the rear wheels 22 reach the calculated rotation speed. As a result, in the model automobile 3, the rotation speed of the traction motor 26, i.e., the rotation speed of the rear wheels 22, is reduced, and slippage is suppressed.

[0063] Thereafter, in step S16, the ESC 23 calculates the difference in rotation speed between the front wheels 21 and the rear wheels 22 based on the wheel rotation speed signals transmitted from the rotation sensors 28 and 29. In step S17, the ESC 23 determines whether the difference in rotation speed calculated in step S16 is equal to or smaller than a predetermined threshold value. In other words, the ESC 23 determines whether the slip has been resolved.

[0064] If the difference in rotation speed between the front wheels 21 and the rear wheels 22 is not within the certain range, i.e., if the slip has not been resolved (No in step S17), the process returns to step S13. On the other hand, if the difference in rotation speed between the front wheels 21 and the rear wheels 22 is within the certain range, i.e., if the slip has been resolved (Yes in step S17), the process ends.

[0065] <3. Modifications> The present invention is not limited to the specific examples described above, but can be configured in a variety of modified forms. For example, in the above embodiment, the rear wheels 22 are provided as first wheels (drive wheels), and the front wheels 21 are provided as second wheels (non-drive wheels). Then, traction control is performed based on the difference in rotation speed between the front wheels 21 and the rear wheels 22. However, the first wheel and the second wheel are not limited to this. For example, the first wheel may be the front wheel 21 and the second wheel may be the rear wheel 22. Also, in the case of a four-wheel drive model car, for example, the first wheel and the second wheel may be either wheel.

[0066] Furthermore, in the above embodiment, the model car 3 is a four-wheeled car, but it may be any model car having two or more wheels.

[0067] Furthermore, in the above embodiment, the traction motor 26 is provided as a drive source, but an engine may also be provided as a drive source.

[0068] <4. Summary of the embodiment> As described above, the control device for the model automobile 3 as an embodiment includes rotation sensors 28, 29 that detect the rotation speed of the first wheel (rear wheel 22) and the second wheel (front wheel 21) of the model automobile 3, and a control unit (control unit 11, ESC 23) that drives and controls the drive source (driving motor 26) of the model automobile 3 so as to reduce the rotation speed difference when the rotation speed difference between the first wheel and the second wheel is greater than or equal to a threshold value. As a result, the control device can control the drive source (travel motor 26) to reduce the difference in rotation speed between the front wheels 21 and the rear wheels 22 when the wheels (rear wheels 22) of the model automobile 3 slip. Therefore, slippage of the model automobile 3 can be easily reduced without requiring the operator to make various settings related to traction control.

[0069] In addition, the first wheel (rear wheel 22) is a drive wheel that is rotated by a drive source (travel motor 26), and the second wheel (front wheel 21) is a non-drive wheel that is not rotated by the drive source, and the control unit (control unit 11, ESC 23) controls the drive source to reduce the rotation speed of the first wheel. This reduces the rotation speed of the rear wheels 22, which are drive wheels that may slip, and allows slippage to be resolved quickly.

[0070] The rotation sensors 28, 29 are provided on the model car 3, and the control unit 11 is provided on the operation device 2 that controls the operation of the model car 3 wirelessly. This allows calculations for controlling the rotation speed of the rear wheels 22 to be performed within the control device 2, thereby reducing the amount of calculations required in the model automobile 3. In other words, it is possible to reduce the power consumption and processing load of the model automobile 3, and extend the driving distance of the model automobile 3.

[0071] The rotation sensors 28 and 29 and the control unit (ESC 23) are provided in the model car 3. As a result, the rotation speed of the rear wheels 22 can be reduced by receiving wheel rotation signals from the rotation sensors 28, 29 without wireless communication with the steering device 2. The ESC 23 can then receive wheel rotation signals from the rotation sensors 28, 29 at measurement intervals that are shorter than the communication intervals. Therefore, the response of the traction control can be improved.

[0072] The control unit (control unit 11, ESC 23) causes the drive source (travel motor 26) to operate intermittently. This allows the slip to be resolved quickly.

[0073] The control unit (control unit 11, ESC 23) can switch between execution and non-execution of drive control in response to an operator's operation of an operator (switching operator 13c). This allows the operator to switch the traction control on and off at the timing intended by the operator, for example, by turning the traction control off when the operator wants the model car 3 to skid intentionally, and by turning the traction control on when the operator does not want the model car 3 to slip. [Explanation of symbols]

[0074] 1 model car 2. Controls 3 model car 11 Control section 21 Front wheel 22 rear wheel 23 ESC 26. Traction motor 28 Rotation Sensor 29 Rotation Sensor

Claims

1. A rotation sensor provided on a model car for detecting the rotation speed of a first wheel and a second wheel of the model car; a control unit provided in a control device that wirelessly controls the model automobile, the control unit controlling the drive source of the model automobile to reduce the rotation speed difference between the first wheel and the second wheel when the rotation speed difference between the first wheel and the second wheel is equal to or greater than a threshold value; Equipped with The control unit causes the drive source to operate intermittently. Model car control device.

2. the first wheel is a drive wheel that is rotated by the drive source, the second wheel is a non-driven wheel that is not rotated by the drive source, The control unit controls the driving of the drive source so as to reduce the number of rotations of the first wheel.

2. The control device for a model car according to claim 1.

3. The control unit is capable of switching between execution and non-execution of the drive control in response to an operation of an operator by an operator.

3. The control device for a model car according to claim 1 or 2.

4. The control unit intermittently operates the drive source between a high state in which the rotation speed is high according to the amount of operation of the operator's control element, and a low state in which the difference in rotation speed from the high state increases as the difference in rotation speed increases, so that the proportion of the high state decreases as the difference in rotation speed increases.

3. The control device for a model car according to claim 1 or 2.

5. A communication unit that wirelessly receives wheel rotation speed signals that indicate the rotation speeds of the first wheel and the second wheel of the model car detected by a rotation sensor provided on the model car; a control unit that controls a drive source of the model automobile so as to reduce a rotation speed difference between the first wheel and the second wheel when the rotation speed difference between the first wheel and the second wheel based on the wheel rotation speed signal is equal to or greater than a threshold value; Equipped with The control unit causes the drive source to operate intermittently. Model car control device.

Images