Control device, vehicle, and control method

Abstract

Provided is a control device that makes it possible to improve, beyond conventional levels, the stability of a vehicle when turning on a travel road having a steep transverse incline. The control device according to the present invention comprises an output unit that outputs a slip amount change command for changing the slip amount of a vehicle wheel. If, among travel roads, a travel road having a transverse incline greater than or equal to a specified value is defined as a first travel road, the output unit outputs the slip amount change command to reduce the vehicle wheel slip amount that hinders turning when the vehicle slides downward while turning on the first travel road.

Description

, , ,

[0015] ,

[0014] ,

[0013] ,

[0016]

Document Name

[0002]

Title of the Invention

[0003]

Technical Field

[0004]

.001

[0005] The present invention relates to a control device mounted on a vehicle, a vehicle equipped with the control device, and a control method for the vehicle.

[0006]

Background Art

[0007]

.002

[0008] Conventional vehicles are known that control the slip amount of wheels to improve stability. The slip amount is the difference between the vehicle speed and the wheel speed. For example, in Patent Document 1, a vehicle is proposed that controls the braking force generated on the wheels by a braking force control device during deceleration to control the slip amount of the wheels and suppress the braking distance.

[0009]

Prior Art Documents

[0010]

Patent Documents

[0011]

〇003

[0012]

Patent Document 1

[0013]

Summary of the Invention

[0014]

Problems to be Solved by the Invention

[0015]

〇004

[0016] Conventional vehicles that control the amount of wheel slip do not take into account the transverse gradient of the road surface. As a result, conventional vehicles that control the amount of wheel slip have the following problems: When the amount of slip increases, the lateral grip force of the wheel decreases compared to when there is no slip. Therefore, when a vehicle is traveling on a road surface with a large transverse gradient, if the amount of wheel slip increases, the wheel is more likely to slide downwards. Due to this phenomenon, conventional vehicles that control the amount of wheel slip without taking into account the transverse gradient of the road surface have difficulty turning when turning on such road surfaces. Therefore, conventional vehicles that control the amount of wheel slip have the problem of needing improved stability when turning on road surfaces with a large transverse gradient.

[0017]

〇 0 0 5

[0018] The present invention was made against the backdrop of the above-mentioned problems, and its first objective is to provide a control device that can improve the stability of a vehicle when turning on a road with a large transverse gradient compared to conventional devices. The second objective of the present invention is to provide a vehicle equipped with such a control device. The third objective of the present invention is to provide a control method that can improve the stability of a vehicle when turning on a road with a large transverse gradient compared to conventional devices.

[0019] [Means for solving the problem]

[0020]

〇 0 0 6

[0021] The control device according to the present invention is a control device mounted on a vehicle, wherein the difference between the vehicle's speed and the wheel speed is defined as the slip amount, and among the vehicle's travel paths, the travel path where the transverse gradient is greater than or equal to a specified value is defined as the first travel path, and among the travel paths, the travel path where the transverse gradient is less than the specified value is defined as the second travel path, the control device comprises: an acquisition unit that acquires a physical quantity indicating the magnitude of the transverse gradient, and an output unit that outputs a slip amount change command, which is a command to change the slip amount of the wheel, wherein when the vehicle turns in the direction of running downhill on the first travel path, the output unit outputs a slip amount change command that reduces the slip amount of the inner rear wheel (the inner wheel of the right rear wheel and the left rear wheel) when going downhill compared to when the vehicle turns in the direction of running downhill on the second travel path, and when the vehicle turns in the direction of running uphill on the first travel path, the slip amount of the inner front wheel (the inner wheel of the right front wheel and the left front wheel) when going uphill is reduced to the second The system is configured to output a slip amount change command that reduces the slip amount compared to when the vehicle turns in the direction of climbing up the road.

[0022]

〇 0 0 7

[0023] Furthermore, the vehicle according to the present invention is equipped with a control device according to the present invention. [0 0 0 8]

[0024] Furthermore, the control method according to the present invention is a vehicle control method in which the difference between the vehicle speed and the wheel speed is defined as the slip amount, and among the vehicle's travel paths, the travel path where the transverse gradient is greater than or equal to a specified value is defined as the first travel path, and among the travel paths, the travel path where the transverse gradient is less than the specified value is defined as the second travel path, the method comprises: an acquisition step of acquiring a physical quantity indicating the magnitude of the transverse gradient, and an output step of outputting a slip amount change command, which is a command to change the slip amount of the wheel, wherein in the output step, when the vehicle turns in the direction of going downhill on the first travel path, the slip amount of the inner rear wheel when going downhill (the inner wheel of the right rear wheel and the left rear wheel) is reduced compared to when the vehicle turns in the direction of going downhill on the second travel path, and when the vehicle turns in the direction of going uphill on the first travel path, the slip amount of the inner front wheel when going uphill (the inner wheel of the right front wheel and the left front wheel) is reduced compared to when the vehicle turns in the direction of going downhill on the second travel path The system outputs a slip amount change command that reduces the slip amount compared to when the vehicle turns in the direction of climbing up the road.

[0025] [Effects of the invention]

[0026] [ 0 0 0 9 ]

[0027] The control device according to the present invention can reduce the amount of slip of the inner rear wheel (the inner wheel of the right and left rear wheels) when a vehicle turns in the direction of descending a first road with a large transverse gradient. Furthermore, the control device according to the present invention can reduce the amount of slip of the inner front wheel (the inner wheel of the right and left front wheels) when a vehicle turns in the direction of ascending a first road with a large transverse gradient. As a result, when a vehicle turns on a first road with a large transverse gradient, the control device according to the present invention can suppress the downward slip of wheels that would otherwise obstruct the turn, making it easier for the vehicle to turn compared to conventional devices. Therefore, the control device according to the present invention can improve the stability of a vehicle when turning on a road with a large transverse gradient compared to conventional devices.

[0028] [Brief description of the drawing]

[0029] [ 0 0 1 0 ]

[0030] [Figure 1] A side view of a vehicle equipped with a control device according to an embodiment of the present invention. [Figure 2] A top view of a vehicle equipped with a control device according to an embodiment of the present invention. [Figure 3] A front view of a vehicle equipped with a control device according to an embodiment of the present invention. [Figure 4] A block diagram illustrating the control device according to an embodiment of the present invention.

[0031] [Figure 5] This is a control flow chart showing an example of the operation of a control device according to an embodiment of the present invention. [Modes for Carrying Out the Invention]

[0032] [ 0 0 1 1 ]

[0033] Below, an example of a control device, vehicle, and control method according to the present invention will be described with reference to the drawings.

[0034] [ 0 0 1 2 ]

[0035] In the following description, a four-wheeled vehicle will be described as an example of a vehicle equipped with an example of the control device according to the present invention, but the number of wheels of a vehicle equipped with an example of the control device according to the present invention is not limited. Also, in the following description, an off-road vehicle (a vehicle that may travel on roads other than paved roads) will be described as an example of a vehicle equipped with an example of the control device according to the present invention, but a vehicle equipped with an example of the control device according to the present invention may also be an on-road vehicle (a vehicle that travels on paved roads).

[0036] [ 0 0 1 3 ]

[0037] Furthermore, the configurations and operations described below are merely examples, and the present invention is not limited to such configurations and operations. In addition, in each figure, the same reference numerals may be used for identical or similar members or parts, or the reference numerals may be omitted. Furthermore, detailed structures may be simplified or omitted from the illustrations as appropriate.

[0038] [ 0 0 1 4 ]

[0039] Embodiment.

[0040] <Configuration of Vehicle and Control Device>Figure 1 is a side view of a vehicle equipped with a control device according to an embodiment of the present invention. Figure 2 is a plan view of a vehicle equipped with a control device according to an embodiment of the present invention. In Figures 1 and 2, the left side of the paper is the front side of vehicle 100. Figure 3 is a front view of a vehicle equipped with a control device according to an embodiment of the present invention. That is, Figure 3 is a view of vehicle 100 observed from the front. Figure 4 is a block diagram for explaining a control device according to an embodiment of the present invention.

[0041]

[0015]

[0042] Vehicle 100 is an off-road vehicle and includes a vehicle body 101 and a plurality of wheels 1〇3. Also, vehicle 100 according to the present embodiment is an all-terrain vehicle and includes two front wheels and two rear wheels as wheels 103. Specifically, vehicle 100 includes a left front wheel 1〇3FL and a right front wheel 103FR as front wheels. Also, vehicle 100 includes a left rear wheel 1〇3RL and a right rear wheel 1〇3RR as rear wheels.

[0043]

[0016]

[0044] Vehicle 100 also includes wheel speed sensors 110 for detecting the speed (wheel speed) of each wheel 1〇3. Specifically, vehicle 100 includes a wheel speed sensor 110FL for detecting the speed of the left front wheel 103FL, a wheel speed sensor 110FR for detecting the speed of the right front wheel 103FR, a wheel speed sensor 110RL for detecting the speed of the left rear wheel 1〇3RL, and a wheel speed sensor 110RR for detecting the speed of the right rear wheel 1〇3RR as wheel speed sensors 110.

[0045]

[0017]

[0046] Further, the vehicle 100 includes an engine as the drive source 105. Note that the drive source 1〇5 of the vehicle 100 may be a motor.

[0047]

[0018]

[0048] By the way, there are known conventional vehicles that control the slip amount of wheels to improve stability. The slip amount is the difference between the speed of the vehicle and the speed of the wheels. For example, a vehicle that controls the slip amount of wheels controls the braking force generated on the wheels by a braking force control device during deceleration to suppress the braking distance. Also, for example, a vehicle that controls the slip amount of wheels controls the braking force generated on the wheels by a braking force control device during turning to prevent the vehicle from deviating from a desired driving line. Also, for example, a vehicle that controls the slip amount of wheels generates a braking force on the inner wheel side of the right rear wheel and the left rear wheel during turning to reduce the turning radius. Also, for example, a vehicle that controls the slip amount of wheels executes traction control by a traction control device during starting and acceleration to prevent the vehicle from spinning.

[0049]

[0019]

[0050] Vehicle 100 according to this embodiment is also configured to control the amount of slip of the wheel 103. Specifically, vehicle 100 is equipped with a braking force control device 20 that controls the braking force generated on the wheel 103. The braking force control device 20 according to this embodiment makes the braking force generated on the wheel 103 smaller than the braking force corresponding to the amount of operation of the brake input unit. Alternatively, the braking force control device 20 according to this embodiment makes the braking force generated on the wheel 103 larger than the braking force corresponding to the amount of operation of the brake input unit. The method of controlling the braking force generated on the wheel 103 by the braking force control device 20 is not particularly limited, and various conventionally known methods can be used. For example, when the vehicle 100 is decelerating, the braking force generated on the wheels 103 is controlled by the braking force control device 20, and the amount of slip of the wheels 103 is controlled to suppress the braking distance. Also, for example, when the vehicle 100 is turning, the braking force generated on the wheels 103 is controlled by the braking force control device 20, and the amount of slip of the wheels 103 is controlled to suppress the vehicle from deviating from the desired driving line. Also, for example, when the vehicle 100 is turning, braking force is generated on the inner wheel of the right rear wheel 103RR and the left rear wheel 103RL, and the amount of slip of the wheel 103 is controlled to reduce the turning radius.

[0051] [ 0 0 2 0 ]

[0052] Furthermore, vehicle 100 is equipped with a traction control device 10 that performs traction control. Specifically, the traction control device 10 controls the torque applied to each wheel 103. When traction control is performed, for example, the traction control device i0 reduces the torque output by the drive source 105 to less than the torque corresponding to the amount of accelerator pedal 102 is operated. As a result, vehicle 100 controls the amount of slip of the wheels 103 during starting and acceleration, suppressing spinning of vehicle 100.

[0053] [ 0 0 2 1 ] Here, conventional vehicles that control the amount of wheel slip are configured to control the amount of wheel slip without considering the transverse gradient of the road. As a result, conventional vehicles that control the amount of wheel slip have the following problems. When the amount of slip of a wheel increases, the lateral grip force decreases compared to when there is no slip. As a result, when a vehicle is traveling on a road with a large transverse gradient, if the amount of wheel slip increases, the wheel is more likely to slide downwards. Due to this phenomenon, conventional vehicles that control the amount of wheel slip without considering the transverse gradient of the road have difficulty turning when turning on roads with a large transverse gradient. For this reason, there is a need for improved stability when turning on roads with a large transverse gradient in conventional vehicles that control the amount of wheel slip.

[0054] [0 0 2 2] The above-mentioned problems of conventional vehicles that control the amount of wheel slip will be explained in more detail using vehicle 1 XX.

[0055] [0 0 2 3] When vehicle 100 turns in a downhill direction while moving forward, if the slip amount of the inner rear wheel 103a (which is the inner wheel of the right rear wheel 103RR and left rear wheel 103RL) increases and the rear of vehicle 100 slides downwards, it becomes difficult to turn. Specifically, as shown in Figure 3, in this embodiment, when vehicle 100 turns to the left, it turns in a downhill direction. For this reason, in this embodiment, the left rear wheel 103RL becomes the inner rear wheel 103a. For vehicle 100 to turn to the left, the amount of movement of vehicle 100 in the leftward direction from the front must be greater than the amount of movement of vehicle 100 in the leftward direction from the rear. In this case, when going downhill, the slip amount of the left rear wheel 1〇3RL, which is the inner rear wheel 1〇3a, increases, causing the rear of vehicle 1〇〇 to slide downwards, or to the left. In this state, the difference between the amount of movement of vehicle 100 forward to the left and the amount of movement of vehicle 100 rearward to the left becomes small, making it difficult for vehicle 100 to turn to the left. In other words, it becomes difficult for vehicle 100 to turn in the direction of going downhill.

[0056] [0 0 2 4] Also, when vehicle 100 turns in an uphill direction while moving forward, if the slip amount of the inner front wheel 103b, which is the inner wheel of the right front wheel 103FR and left front wheel 1〇3FL, increases and the front of vehicle 100 slides downward, it becomes difficult to turn. Specifically, as shown in Figure 3, in this embodiment, when vehicle 1〇〇 turns to the right, it turns in an uphill direction. For this reason, in this embodiment, the right front wheel 103FR becomes the inner front wheel 103b when turning. For vehicle 1〇〇 to turn to the right, the amount of movement of the front of vehicle 1〇〇 to the right must be greater than the amount of movement of the rear of vehicle 1〇〇 to the right. In this case, suppose that the slip amount of the right front wheel 103FR, which is the inner front wheel 103b when going uphill, increases, causing the front of vehicle 100 to slide downwards, or to the left. When this happens, the difference between the amount of movement of vehicle 100 forward to the right and the amount of movement of vehicle 100 rearward to the right becomes small, making it difficult for vehicle 100 to turn to the right. In other words, it becomes difficult for vehicle 100 to turn in the direction of going uphill.

[0057] [0 0 2 5] Therefore, the vehicle 100 according to this embodiment is equipped with a control device 1 to improve the stability of the vehicle 100 when turning on a road with a large transverse gradient compared to the conventional vehicle. In other words, the vehicle 100 is equipped with a control device 1. In describing the control device 1 below, the first road and the second road are defined as follows. The first road is defined as the road 200 of the vehicle 100 whose transverse gradient is equal to or greater than a specified value. In other words, as shown in Figure 3

[0058]

[0059] As shown, when observing a vehicle 1 XX moving straight ahead from the front, the angle between the horizontal plane and the road 2 XX is defined as angle XX. In this case, among the roads 2 XX of vehicle 1 XX, the road 2 XX where angle XX is equal to or greater than the specified angle is designated as the first road. Furthermore, among the roads 2 XX of vehicle 1 XX, the road 2 XX where the transverse gradient is smaller than the specified value is designated as the second road. In other words, among the roads 2 XX of vehicle 1 XX, the road 2 XX where angle XX is smaller than the specified angle is designated as the second road.

[0060] [ 0 0 2 6 ]

[0061] As shown in Figure 4, the control device 1 includes an acquisition unit 2 and an output unit 3 as functional units. Here, the control device 1 may be a single unit or it may be divided into multiple units. Furthermore, part or all of the control device 1 may be composed of, for example, a microcontroller, a microprocessor unit, or updatable firmware, or a program module executed by commands from a CPU, etc.

[0062] [ 0 0 2 7 ]

[0063] The acquisition unit 2 is a functional unit that acquires a physical quantity indicating the magnitude of the transverse gradient of the road 200. The physical quantity indicating the magnitude of the transverse gradient of the road 200 is not particularly limited. Conventionally, various methods for detecting the transverse gradient of a road have been proposed, such as methods that use acceleration sensors and cameras to detect the transverse gradient of a road. The physical quantity indicating the magnitude of the transverse gradient of the road 200 is, for example, a physical quantity used in these methods.

[0064] [ 0 0 2 8 ]

[0065] In this embodiment, the acquisition unit 2 acquires the following physical quantities as physical quantities indicating the magnitude of the transverse gradient of the travel path 200. Vehicle 100 is equipped with an inertial measuring device 108. The inertial measuring device 108 detects at least the lateral acceleration of vehicle 100. Gravitational acceleration G acts on vehicle 100. In this case, as shown in Figure 3, when vehicle 100 is located on a travel path 200 with a transverse gradient, the vertical component of gravitational acceleration G for vehicle 100 is G c s 6. Also, the lateral component of gravitational acceleration G for vehicle 100 is G sin B. In this embodiment, the acquisition unit 2 acquires G sin Q detected by the inertial measuring device 108 as a physical quantity indicating the magnitude of the transverse gradient of the travel path 200. That is, if G sin Q is greater than or equal to a predetermined value, the travel path 200 becomes the first travel path. Also, if G sin Q is less than a predetermined value, the travel path 200 becomes the second travel path.

[0066] [ 0 0 2 9 ]

[0067] Output unit 3 is a functional unit that outputs a slip amount change command. A slip amount change command is a command to change the slip amount of wheel 103. Output unit 3 outputs a slip amount change command as follows:

[0068] [ 0 0 3 0 ]

[0069] The output unit 3 outputs a slip amount change command that reduces the slip amount of the inner rear wheel 103a when the vehicle 100 turns in the direction of going downhill on the first track, compared to when the vehicle 100 turns in the direction of going downhill on the second track.

[0070] [ 0 0 3 1 ]

[0071] Specifically, when the braking force control device 2 is controlling the braking force generated on the inner rear wheel 1 3 a during downhill driving, the output unit 3 outputs a slip amount change command to the braking force control device 2 0. The braking force control device 2 0 then changes the slip amount of the inner rear wheel 1 0 3 a during downhill driving. In this case, the slip amount change command is as follows: When the vehicle 1 0 0 turns in the direction of going downhill on the first roadway, the output unit 3 outputs a slip amount change command that reduces the upper limit of the allowable slip amount compared to when the vehicle 1 0 0 turns in the direction of going downhill on the second roadway. Here, as a result of the braking force control device 2 0 controlling the braking force generated on the inner rear wheel 1 0 3 a during downhill driving, the speed of the vehicle 1 0 0 becomes greater than the speed of the inner rear wheel 1 0 3 a during downhill driving, and the inner rear wheel 1 during downhill driving... 3a may slip. That is, when going downhill, a slip may occur in which the inner rear wheel 1〇3a is dragged. In such a case, when the vehicle 1.0 turns on the first track in the direction of going downhill, the output unit 3 may output a slip amount change command to the braking force control device 20 that stops controlling the braking force of the inner rear wheel 103a when going downhill. Even with such a slip amount change command, when the vehicle 1〇〇 turns on the first track in the direction of going downhill, the amount of slip of the inner rear wheel 103a when going downhill will be smaller than when the vehicle 1〇〇 turns on the second track in the direction of going downhill.

[0072] [ 0 0 3 2 ]

[0073] When the traction control device 1〇 is controlling the torque applied to the inner rear wheel 103a during downhill driving, the output unit 3 outputs a slip amount change command to the traction control device 10. The traction control device 1〇 then changes the slip amount of the inner rear wheel 103a during downhill driving. In this case, the slip amount change command is as follows: When the vehicle 1〇〇 turns in the direction of going downhill on the first road, the output unit 3 outputs a slip amount change command that reduces the upper limit of the allowable slip amount compared to when the vehicle 1〇〇 turns in the direction of going downhill on the second road. Alternatively, when the vehicle 1〇〇 turns in the direction of going downhill on the first road, the output unit 3 may output a slip amount change command to the traction control device 10 that rotates the inner rear wheel 103a at a specified speed during downhill driving. In other words, the slip amount change command may also be a command to rotate the inner rear wheel 103a at a specified speed when going downhill. This is because rotating the inner rear wheel 103a at a slow, constant speed when going downhill reduces the amount of slip of the inner rear wheel 103a when going downhill.

[0074] [ 0 0 3 3 ]

[0075] When vehicle 100 turns downhill on the first track, the output unit 3 outputs a slip amount change command as described above, thereby reducing the slip amount of the inner rear wheel 103a when going downhill. As a result, when vehicle 100 turns downhill on the first track, the inner rear wheel 103a, which would hinder the turn if it slides downwards, is prevented from sliding downwards. Therefore, when vehicle 100 turns downhill on the first track, the output unit 3 outputs a slip amount change command as described above, making it easier for vehicle 100 to turn downhill.

[0076] [ 0 0 3 4 ]

[0077] Furthermore, when the vehicle 100 turns uphill on the first track, the output unit 3 outputs a slip amount change command that reduces the slip amount of the inner front wheel 103b when going uphill compared to when the vehicle 100 turns uphill on the second track.

[0078] [ 0 0 3 5 ]

[0079] Specifically, when the braking force control device 20 controls the braking force generated on the inner front wheel 103b when going uphill, the output unit 3 outputs a slip amount change command to the braking force control device 20. The braking force control device 20 then changes the slip amount of the inner front wheel 103b when going uphill. In this case, the slip amount change command is as follows: When the vehicle 100 turns in the direction of going uphill on the first roadway, the output unit 3 outputs a slip amount change command that reduces the upper limit of the allowable slip amount compared to when the vehicle 100 turns in the direction of going uphill on the second roadway. Here, as a result of the braking force control device 2 controlling the braking force generated on the inner front wheel 103b when going uphill, the speed of the vehicle 100 may become greater than the speed of the inner front wheel 103b when going uphill, and the inner front wheel 1.3 may slip. In other words, a slip may occur in which the inner front wheel 103b is dragged when going uphill. In such a case, when the vehicle 1.0 turns in the direction of going uphill on the first roadway, the output unit 3 may output a slip amount change command to the braking force control device 20 to stop controlling the braking force of the inner front wheel 103b when going uphill. Even with such a slip amount change command, when vehicle 100 turns in the direction of going uphill on the first track, the slip amount of the inner front wheel 103b when going uphill is smaller compared to when vehicle 100 turns in the direction of going uphill on the second track.

[0080] [ 0 0 3 6 ]

[0081] When the traction control device 1 is controlling the torque applied to the inner front wheel 103b when going uphill, the output unit 3 outputs a slip amount change command to the traction control device 10. The traction control device 10 then changes the slip amount of the inner front wheel 103b when going uphill. In this case, the slip amount change command is as follows: When the vehicle 100 turns uphill on the first track, the output unit 3 outputs a slip amount change command that reduces the upper limit of the allowable slip amount compared to when the vehicle 100 turns uphill on the second track. Alternatively, when the vehicle 100 turns uphill on the first track, the output unit 3 may output a slip amount change command to the traction control device 10 that rotates the inner front wheel 103b at a specified speed when going uphill. In other words, the slip amount change command may also be a command to rotate the inner front wheel 103b at a specified speed when going uphill. This is because rotating the inner front wheel 103b at a slow, constant speed when going uphill reduces the amount of slip of the inner front wheel 103b when going uphill.

[0082] [ 0 0 3 7 ]

[0083] When vehicle 1〇〇 turns in an uphill direction on the first track, the output unit 3 outputs a slip amount change command as described above, thereby reducing the slip amount of the inner front wheel 103b when going uphill. As a result, when vehicle 100 turns in an uphill direction on the first track, the inner front wheel 103b, which would hinder the turn if it slipped downwards, is prevented from slipping downwards. Therefore, when vehicle 100 turns in an uphill direction on the first track, the output unit 3 outputs a slip amount change command as described above, making it easier for vehicle 1〇〇 to turn in an uphill direction.

[0084] [ 0 0 3 8 ]

[0085] The method for detecting the turning of vehicle 100 is not particularly limited. Various conventional methods can be used to detect the turning of vehicle 100. In this embodiment, vehicle 100 is equipped with a steering angle detection device 107 that detects the steering angle of the steering 106. The control device 1 detects the turning of vehicle 100 based on the detected value of the steering angle detection device 107. The detected value of the steering angle detection device 107 is, for example, acquired by the acquisition unit 2

[0039]

[0086] Control device operation >

[0087] Figure 5 is a control flow diagram showing an example of the operation of a control device according to an embodiment of the present invention. When the disclosure conditions for the operation shown in Figure 5 are met, in step S1, the control device 1 starts the operation shown in Figure 5. The conditions for starting the operation are, for example, when power is supplied to the control device 1. Step S2, following step S1, is an acquisition step. In step S2, the acquisition unit 2 of the control device 1 acquires a physical quantity indicating the magnitude of the cross slope. If the physical quantity indicating the magnitude of the cross slope indicates that the roadway 200 is the first roadway, the control device 1 proceeds to step S3. On the other hand, if the roadway 200 is the second roadway, the control device 1 proceeds to step S4. Thus, step S2 can also be called a determination step to determine whether the roadway 200 is the first roadway or the second roadway.

[0088] [ 0 0 4 0 ]

[0089] Step S3 is an output step. In step S3, the output unit 3 of the control device 1 outputs a slip amount change command, which is a command to change the slip amount of the wheel 103, as described above. Step S4, following step S3, is a termination determination step. In step S4, the control device 1 determines whether or not the termination condition for the operation has been met. The termination condition for the operation is, for example, when the power supply to the control device 1 is cut off. If the termination condition for the operation has been met, the control device 1 proceeds to step S5 and terminates the operation shown in Figure 5. On the other hand, if the termination condition for the operation has not been met, the control device 1 returns to step S2.

[0090] [ 0 0 4 1 ]

[0091] The effect of the control device >

[0092] Control device 1 is a control device mounted on vehicle 1〇〇. The slip amount is defined as the difference between the speed of vehicle 1〇〇 and the speed of wheel 1〇3. Of the vehicle 100's travel paths 200, the travel path 200 where the transverse gradient is greater than or equal to a specified value is defined as the first travel path. Of the vehicle 100's travel paths 200, the travel path 200 where the transverse gradient is less than a specified value is defined as the second travel path. When defined in this way, control device 1 comprises an acquisition unit 2 that acquires a physical quantity indicating the magnitude of the transverse gradient, and an output unit 3 that outputs a slip amount change command, which is a command to change the slip amount of wheel 103. Output unit 3 is configured to output a slip amount change command that reduces the slip amount of the inner rear wheel 103a when turning down the first track in the direction of speeding down, compared to when turning down the second track in the direction of speeding down. Also, output unit 3 is configured to output a slip amount change command that reduces the slip amount of the inner front wheel 103b when turning up the first track in the direction of speeding up, compared to when turning up the second track in the direction of speeding up.

[0093] [ 0 0 4 2 ]

[0094] The control device 1 configured in this way can suppress the downward sliding of the wheels 103, which would obstruct the turning of the vehicle 100 when it turns on the first track with a large transverse gradient, and makes it easier for the vehicle 100 to turn compared to the conventional method. Therefore, the control device 1 configured in this way can improve the stability of the vehicle 100 when it turns on the track 200 with a large transverse gradient compared to the conventional method.

[0095] [ 0 0 4 3 ]

[0096] <Variation>

[0097] The vehicle 100 described above was an off-road vehicle. However, the vehicle 100 is not limited to this and may be an on-road vehicle. Nevertheless, it is preferable that the vehicle 100 is an off-road vehicle. Off-road vehicles are more likely to travel on roads 200 with a steep transverse gradient than on-road vehicles. Therefore, by equipping the control device 1 to the off-road vehicle 100, the stability of the vehicle 100 when turning on roads 200 with a steep transverse gradient can be more clearly experienced.

[0098] [ 0 0 4 4 ]

[0099] When vehicle 1〇〇 turns down the first road in a direction that drives downhill, the inner wheel of the right front wheel 1〇3FR and the left front wheel 1〇3FL is designated as the inner front wheel 103c during downhill driving. When the inner front wheel 103c during downhill driving is defined in this way, the output unit 3 may output a slip amount change command for the inner rear wheel 103a during downhill driving when vehicle 1〇〇 turns down the first road in a direction that drives downhill, and may also output the following slip amount change command for the inner front wheel 103c during downhill driving. Specifically, when the vehicle 100 turns down the first roadway, the output unit 3 outputs a slip amount change command that increases the slip amount of the inner front wheel 103c when going downhill compared to when the vehicle 100 turns down the second roadway.

[0100] [ 0 0 4 5 ]

[0101] For example, if the braking force control device 2 controls the braking force generated on the inner front wheel 1 0 3 c when going downhill, the output unit 3 outputs a slip amount change command to the braking force control device 2 0. The braking force control device 2 0 then changes the slip amount of the inner front wheel 1 0 3 c when going downhill. In this case, for example, when the vehicle 1 0 0 turns in the direction of going downhill on the first road, the output unit 3 outputs a slip amount change command that increases the upper limit of the allowable slip amount compared to when the vehicle 1 0 0 turns in the direction of going downhill on the second road. Also, for example, if the traction control device 1 0 controls the torque applied to the inner front wheel 1 0 3 c when going downhill, the output unit 3 outputs a slip amount change command to the traction control device 1 0. Then, the traction control device 10 changes the amount of slip of the inner front wheel 103c when going downhill. In this case, when the vehicle 100 turns in the direction of going downhill on the first road, the output unit 3 outputs a slip amount change command that increases the upper limit of the allowable slip amount compared to when the vehicle 100 turns in the direction of going downhill on the second road.

[0102] [ 0 0 4 6 ]

[0103] When the output unit 3 outputs a slip amount change command for the inner front wheel 103c during downhill driving, the slip amount of the inner front wheel 103c during downhill driving can be increased. As a result, when the vehicle 100 turns in the direction of going downhill on the first roadway, the inner front wheel 103c during downhill driving is more likely to slide downwards. In other words, the front of the vehicle 100 is more likely to slide downwards. Therefore, when the output unit 3 outputs a slip amount change command for the inner front wheel 103c during downhill driving, the vehicle 100 can turn in the direction of going downhill on the first roadway, making it easier for the vehicle 100 to turn in the direction of going downhill.

[0104] [ 0 0 4 7 ]

[0105] When vehicle 1〇〇 turns in an uphill direction on the first track, the inner wheel of the right rear wheel 1〇3RR and the left rear wheel 1〇3RL is designated as the uphill inner rear wheel 1〇3d. When the uphill inner rear wheel 103d is defined in this way, the output unit 3 may output a slip amount change command for the uphill inner front wheel 103b when vehicle 100 turns in an uphill direction on the first track, and may also output the following slip amount change command for the uphill inner rear wheel 103d. Specifically, when vehicle 100 turns in the direction of climbing up the first travel path, output unit 3 outputs a slip amount change command that increases the slip amount of the inner rear wheel 103d when climbing compared to when vehicle 100 turns in the direction of climbing up the second travel path.

[0106] [ 0 0 4 8 ]

[0107] For example, if the braking force control device 2 controls the braking force generated on the inner rear wheel 1 0 3 d when going uphill, the output unit 3 outputs a slip amount change command to the braking force control device 2 0. The braking force control device 2 0 then changes the slip amount of the inner rear wheel 1 0 3 d when going uphill. In this case, for example, when the vehicle 1 0 0 turns in the direction of going uphill on the first road, the output unit 3 outputs a slip amount change command that increases the upper limit of the allowable slip amount compared to when the vehicle 1 0 0 turns in the direction of going uphill on the second road. Also, for example, if the traction control device 1 0 controls the torque applied to the inner rear wheel 1 0 3 d when going uphill, the output unit 3 outputs a slip amount change command to the traction control device 1 0. Then, the traction control device 10 changes the slip amount of the inner rear wheel 103d when going uphill. In this case, when the vehicle 100 turns in the direction of going uphill on the first roadway, the output unit 3 outputs a slip amount change command that increases the upper limit of the allowable slip amount compared to when the vehicle 100 turns in the direction of going uphill on the second roadway.

[0108] [ 0 0 4 9 ]

[0109] By outputting the slip amount change command described above for the inner rear wheel 103d when going uphill, the slip amount of the inner rear wheel 103d when going uphill can be increased. As a result, when the vehicle 100 turns in the direction of going uphill on the first roadway, the inner rear wheel 103d when going uphill is more likely to slide downwards. In other words, the rear of the vehicle 100 is more likely to slide downwards. Therefore, by outputting the slip amount change command described above for the inner rear wheel 103d when going uphill on the first roadway, the vehicle 100 can turn in the direction of going uphill more easily.

[0110] [ 0 0 5 0 ]

[0111] When outputting the slip amount change command described above, output unit 3 may also output a notification command, which is a command to notify the notification device. In this embodiment, vehicle 100 is equipped with a display device 120 that functions as a notification device. Output unit 3 outputs a notification command to display device 120, and display device 120 notifies. For example, display device 120 displays information indicating that control device 1 is performing control for the first roadway. As a result, the driver of vehicle 100 who notices the notification from display device 120 can recognize that it is not a malfunction of the traction control device 10 and the braking force control device 20. This improves the reliability of vehicle 100. The notification method by display device 120 is not particularly limited as long as it is recognizable to the driver. For example, the notification method may be a method of displaying characters or marks. Furthermore, for example, the notification method may be a method of turning on or flashing a light source. Also, for example, the notification method may be a method of outputting sound such as voice. Furthermore, the notification device is not limited to the display device 120. For example, the notification device may be a device other than the display device 120, such as a smart helmet worn by the driver.

[0112] [ 0 0 5 1 ]

[0113] The slip amount change command described above may have different differences between the slip amount when vehicle 100 turns on the first track and the slip amount when vehicle 100 turns on the second track, depending on the magnitude of the transverse gradient of the first track. For example, the slip amount change command described above may have a larger difference between the slip amount when vehicle 100 turns on the first track and the slip amount when vehicle 100 turns on the second track as the transverse gradient of the first track increases. By outputting such a slip amount change command, the slip amount of the wheels 103 can be finely adjusted, further improving the stability of vehicle 100.

[0114] [0 0 5 2] Although an example of the control device according to the present invention has been described above in the embodiments, the control device according to the present invention is not limited to the embodiments described. For example, the control device according to the present invention may be implemented in only a part of the embodiments described.

[0115] [Explanation of symbols]

[0116] [ 0 0 5 3 ]

[0117] 1 Control device, 2 Acquisition unit, 3 Output unit, 10 Traction control device, 20 Brake force control device, 100 Vehicle, 101 Body, 102 Accelerator, 103 Wheels, 103a Inner rear wheel when going downhill, 103b Inner front wheel when going uphill, 103c Inner front wheel when going downhill, 103d Inner rear wheel when going uphill, 103FL Left front wheel, 103FR Right front wheel, 103RL Left rear wheel, 103RR Right rear wheel, 105 Drive source, 106 Steering, 107 Steering angle detection device, 108 Inertia measurement device, 110 (110FL,1 1 0 FR, 1 1 0 RL, 1 1 0 RR) Wheel speed sensor, 1 2 0 display device, 2 0 0 track.

Claims

【Document Name 】Claims

9. , The system is configured to output a slip amount change command that reduces the slip amount of the inner rear wheel (103a), which is the inner wheel of the right rear wheel (103RR) and left rear wheel (103RL) when the vehicle (100) turns in the direction of running downhill on the first road, compared to when the vehicle (100) turns in the direction of running downhill on the second road. , The output unit (3) is configured to output a notification command, which is a command to notify the notification device (120), when it outputs the slip amount change command. , A control device (1) according to any one of claims 1 to 3. , The output unit (3) is, , The control device (1) according to claim 1, wherein when the vehicle (100) turns in the direction of running up the first roadway, it outputs a slip amount change command that increases the slip amount of the inner rear wheel (103d) which is the inner wheel of the right rear wheel (103RR) and the left rear wheel (103RL) when going uphill, compared to when the vehicle (100) turns in the direction of running up the second roadway. , The output unit (3) outputs the slip amount change command to the traction control device (10), , The vehicle (100) is equipped with a braking force control device (20) that controls the braking force generated on the wheels (103), , Control device (1). , The slip amount change command is such that, depending on the magnitude of the transverse gradient of the first travel path, the difference between the slip amount when the vehicle (100) turns on the first travel path and the slip amount when the vehicle (100) turns on the second travel path is different. ,

3. , Vehicle (100). ,

5. , A control device (1) according to any one of claims 1 to 3. , The control device (1) according to any one of claims 1 to 3, wherein the slip amount change command is a command to rotate the wheel (103) at a specified speed. , , , , , , , , , , , , , , , , [Claim? ] , The output unit (3) is, , The control device (1) according to claim 1, wherein when the vehicle (100) turns in the direction of running down the first roadway, it outputs a slip amount change command that increases the slip amount of the inner front wheel (103c) during downhill driving, which is the inner wheel of the right front wheel (103FR) and the left front wheel (103FL), compared to when the vehicle (100) turns in the direction of running down the second roadway. ,

4. , The traction control device (10) is configured to change the amount of slip of the wheel (103). , The output unit (3) outputs a slip amount change command to the braking force control device (20), and the braking force control device (20) changes the slip amount of the wheel (103). ,

2. , A control device (1) according to any one of claims 1 to 3. , The output unit (3) is, , [Claim 1〇] , The aforementioned vehicle (100) is equipped with a traction control device (1〇) that performs traction control, ,

6. , The system is configured to output a slip amount change command that reduces the slip amount of the inner front wheel (103b), which is the inner wheel of the right front wheel (103FR) and left front wheel (103FL), when the vehicle (100) turns in the direction of climbing up the first road, compared to when the vehicle (100) turns in the direction of climbing up the second road. ,

8. , A control device (1) according to any one of claims 1 to 3, , A control device (1) according to any one of claims 1 to 3. , , , , , , , , , , , , , , ,

1. A control device (1) mounted on a vehicle (1 XX), The difference between the speed of the vehicle (100) and the speed of the wheels (103) is defined as the slip amount, and among the roads on which the vehicle (100) travels, the road on which the transverse gradient is greater than or equal to a specified value is defined as the first road. If, among the aforementioned roads, the road whose transverse gradient is smaller than the specified value is designated as the second road, An acquisition unit (2) acquires a physical quantity that indicates the magnitude of the cross slope, An output unit (3) that outputs a slip amount change command, which is a command to change the slip amount of the wheel (103), Equipped with, The output unit (3) is, The system is configured to output a slip amount change command that reduces the slip amount of the inner rear wheel (103a), which is the inner wheel of the right rear wheel (103RR) and left rear wheel (103RL) when the vehicle (100) turns in the direction of running downhill on the first road, compared to when the vehicle (100) turns in the direction of running downhill on the second road. The system is configured to output a slip amount change command that reduces the slip amount of the inner front wheel (103b), which is the inner wheel of the right front wheel (103FR) and left front wheel (103FL), when the vehicle (100) turns in the direction of climbing up the first road, compared to when the vehicle (100) turns in the direction of climbing up the second road. Control device (1).

2. The output unit (3) is, The control device (1) according to claim 1, wherein when the vehicle (100) turns in the direction of running down the first roadway, it outputs a slip amount change command that increases the slip amount of the inner front wheel (103c) during downhill driving, which is the inner wheel of the right front wheel (103FR) and the left front wheel (103FL), compared to when the vehicle (100) turns in the direction of running down the second roadway.

3. The output unit (3) is, The control device (1) according to claim 1, wherein when the vehicle (100) turns in the direction of running up the first roadway, it outputs a slip amount change command that increases the slip amount of the inner rear wheel (103d) which is the inner wheel of the right rear wheel (103RR) and the left rear wheel (103RL) when going uphill, compared to when the vehicle (100) turns in the direction of running up the second roadway.

4. The output unit (3) is configured to output a notification command, which is a command to notify the notification device (120), when it outputs the slip amount change command. <​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​​ The aforementioned vehicle (100) is a four-wheeled vehicle. The vehicle according to claim 9 (100). [Claim 1 1] The aforementioned vehicle (100) is an off-road vehicle. The vehicle according to claim 9 (100). [Claim 1 2] A method for controlling a vehicle (1 XX), The difference between the speed of the vehicle (100) and the speed of the wheels (103) is defined as the slip amount, and among the roads on which the vehicle (100) travels, the road on which the transverse gradient is greater than or equal to a specified value is defined as the first road. If, among the aforementioned roads, the road whose transverse gradient is smaller than the specified value is designated as the second road, The acquisition step (S2) involves acquiring a physical quantity that indicates the magnitude of the transverse slope, An output step (S3) outputs a slip amount change command, which is a command to change the slip amount of the wheel (103), Equipped with, In the output step described above, When the vehicle (100) turns down the first roadway, the slip amount change command is output to reduce the slip amount of the inner rear wheel (103a) during downhill driving, which is the inner wheel of the right rear wheel (103RR) and left rear wheel (103RL), compared to when the vehicle (100) turns down the second roadway. When the vehicle (100) turns in the direction of climbing up the first road, the slip amount change command is output to reduce the slip amount of the inner front wheel (103b) during the climb, which is the inner wheel of the right front wheel (103FR) and left front wheel (103FL), compared to when the vehicle (100) turns in the direction of climbing up the second road. Control method.

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