JP2023049886A - Movable body and program - Google Patents

Abstract

To provide a movable body that allows a simplified structure and can secure robustness and turning property.SOLUTION: A vehicle 10 has a right driven wheel and a left driven wheel composed of caster wheels, and includes an in-wheel motor 30R for applying a first driving braking torque to a right driving wheel, and an in-wheel motor 30L for applying a second driving breaking torque to a left driving wheel. An electric vehicle electronic control unit (EVECU) 40 sets a target rotational speed difference, which is a difference in respective target rotational speeds of the right driving wheel and the left driving wheel when a vehicle speed is less than a prescribed speed and a large steering angle turning is required, and performs large steering angle turning control for controlling the first driving braking torque and the second driving braking torque based on the target rotational speed difference.SELECTED DRAWING: Figure 6

Description

The present disclosure relates to mobile objects and programs.

Conventionally, there is a vehicle described in Patent Document 1 below. This vehicle includes a motor, disc brakes, and a steering device. The motor drives the vehicle by applying torque to the wheels according to the amount of depression of the accelerator pedal by the driver. Disc brakes stop the vehicle by applying braking torque to the wheels based on the driver's depression of the brake pedal. The steering device turns the vehicle by steering the wheels based on the operation of the steering wheel by the driver.

JP 2006-341656 A

As in the vehicle described in Patent Document 1, in a conventional vehicle, when it is attempted to realize basic operations such as running, braking, and turning of the vehicle, a power generation device such as a motor, a braking device such as a brake, and a steering device are required. is necessary. This complicates the structure of the vehicle and reduces the robustness of the vehicle.

The present disclosure has been made in view of these circumstances, and the purpose thereof is to provide a mobile body and a program capable of simplifying the structure and ensuring robustness and turning performance. be.

A moving body that solves the above problems includes a right driving wheel (22R) and a left driving wheel (22L) to which braking/driving torque is applied, and a right driven wheel (21R) and a left driven wheel (21L) composed of caster wheels. A moving body having a first braking/driving torque applying section (30R) that applies a first braking/driving torque to the right driving wheel, and a second braking/driving torque applying section that applies a second braking/driving torque to the left driving wheel (30L), and a control section (40) that controls the first braking/driving torque applying section and the second braking/driving torque applying section. The control unit controls the first braking/driving torque and the second braking/driving torque, or controls the rotational speed of each of the right driving wheel and the left driving wheel to turn, move forward/backward, and braking. When the traveling speed of the moving body is less than the predetermined speed and the moving body is required to turn at a steering angle equal to or greater than the predetermined angle, the control unit adjusts the right driving wheel and the left driving wheel. A target rotation speed difference, which is a difference between the target rotation speeds, is set, and large steering angle turning control is executed to control the first braking/driving torque and the second braking/driving torque based on the target rotation speed difference.

Another moving body that solves the above problems includes a right driving wheel (22R) and a left driving wheel (22L) to which braking/driving torque is applied, and a right driven wheel (21R) and a left driven wheel (21L) composed of caster wheels. A first braking/driving torque applying section (30R) that applies a first braking/driving torque to the right driving wheel, and a second braking/driving torque that applies a second braking/driving torque to the left driving wheel. It comprises an applying section (30L) and a control section (40) that controls the first braking/driving torque applying section and the second braking/driving torque applying section. The control unit controls the first braking/driving torque and the second braking/driving torque, or controls the rotational speed of each of the right driving wheel and the left driving wheel to turn, move forward/backward, and braking. When the traveling speed of the moving object is less than a predetermined speed and the moving object is required to move in the lateral direction, the control unit controls one of the right driving wheel and the left driving wheel. After executing direction switching control for turning the moving body in the first direction by controlling the rotation speed to be higher than the rotation speed of the other of the right drive wheel and the left drive wheel, the right drive wheel and the left drive wheel A direction in which the moving body turns in a second direction opposite to the first direction by controlling the rotational speed of one of the wheels to be faster than the rotational speed of either the right drive wheel or the left drive wheel. perform return control

A program for solving the above problem includes a right driving wheel (22R) and a left driving wheel (22L) to which braking/driving torque is applied, a right driven wheel (21R) and a left driven wheel (21L) consisting of caster wheels, and a right A moving body having a first braking/driving torque applying section (30R) for applying a first braking/driving torque to a driving wheel and a second braking/driving torque applying section (30L) for applying a second braking/driving torque to a left driving wheel A program for controlling the first braking/driving torque applying section and the second braking/driving torque applying section in the computer, by controlling the first braking/driving torque and the second braking/driving torque, or by controlling the right driving wheel and By controlling the rotation speed of each of the left drive wheels, the processing of turning, moving forward and backward, and braking of the moving body is executed, and the traveling speed of the moving body is less than a predetermined speed and When it is required to turn the body at a steering angle equal to or greater than a predetermined angle, a target rotational speed difference, which is the difference between the target rotational speeds of the right driving wheel and the left driving wheel, is set, and the target rotational speed difference is set. Large steering angle turning control for controlling the first braking/driving torque and the second braking/driving torque is executed.

Another program for solving the above problem is a right driving wheel (22R) and a left driving wheel (22L) to which braking/driving torque is applied, and a right driven wheel (21R) and a left driven wheel (21L) composed of caster wheels. , a first braking/driving torque applying section (30R) for applying a first braking/driving torque to the right driving wheel, and a second braking/driving torque applying section (30L) for applying a second braking/driving torque to the left driving wheel. A program for controlling a first braking/driving torque applying section and a second braking/driving torque applying section in a moving body, wherein a computer controls the first braking/driving torque and the second braking/driving torque, or right driving By controlling the rotation speed of each of the wheels and the left driving wheel, the moving body turns, moves forward and backward, and brakes, and the running speed of the moving body is less than a predetermined speed, and When the moving body is required to travel laterally, the rotational speed of either the right driving wheel or the left driving wheel is set higher than the rotational speed of the other of the right driving wheel or the left driving wheel. After executing the direction switching control for turning the moving body in the first direction by controlling the speed to increase, the rotation speed of either the right drive wheel or the left drive wheel is changed to either the right drive wheel or the left drive wheel. By controlling the rotation speed to be faster than either one of the rotation speeds, direction return control is executed to turn the moving body in the second direction opposite to the first direction.

Since these moving bodies and programs do not require an electric power steering device or a braking device, the structure of the moving bodies can be simplified and robustness can be ensured. In addition, when the traveling speed of the moving body is less than the predetermined speed and it is required to turn the moving body at a steering angle of a predetermined angle or more, the rotation speed of each of the right driving wheel and the left driving wheel A large steering angle turning control is executed to cause a difference in As a result, the moving body can be turned, so that the turning performance of the moving body can be ensured.

It should be noted that the means described above and the reference numerals in parentheses described in the claims are examples showing the corresponding relationship with specific means described in the embodiments described later.

According to the mobile body and the program of the present disclosure, it is possible to simplify the structure and ensure robustness and turning performance.

FIG. 1 is a diagram schematically showing the schematic configuration of the vehicle of the first embodiment. FIG. 2 is a diagram schematically showing the side structure of the driven wheel of the first embodiment. FIG. 3 is a block diagram showing the electrical configuration of the vehicle of the first embodiment. FIG. 4 is a diagram schematically showing the configuration of the shift operation section of the first embodiment. FIG. 5 is a diagram schematically showing the configuration of the traveling operation unit of the first embodiment. FIG. 6 is a block diagram showing the configuration of the EVECU of the first embodiment. FIG. 7 is a flow chart showing the processing procedure of the braking/driving torque calculator of the first embodiment. FIG. 8 is a diagram showing an example of a driving torque calculation map. FIG. 9 is a diagram showing an example of a braking torque calculation map. FIG. 10 is a flow chart showing the processing procedure of the speed upper limit calculator of the first embodiment. FIG. 11 is a diagram showing an example of an upper limit vehicle speed calculation map. FIG. 12 is a flow chart showing the processing procedure of the speed difference calculator, adder, and subtractor of the first embodiment. FIG. 13 is a flow chart showing processing procedures of a speed difference calculator, an adder, and a subtractor according to the first embodiment. FIG. 14 is a diagram showing an example of a running time calculation map. FIG. 15 is a diagram showing an example of a target yaw rate calculation map. FIG. 16 is a flowchart showing a processing procedure of large steering angle turning control according to the first embodiment. FIG. 17 is a diagram showing an example of a calculation map for turning at a large steering angle. FIG. 18 is a diagram showing an example of a target steering angle calculation map. FIG. 19 is a flow chart showing the processing procedure of the widthwise running control according to the first embodiment. FIG. 20 is a diagram showing an example of a predetermined time calculation map. FIGS. 21A to 21F show changes in the vertical operation amount, the horizontal operation amount, the output torque of the in-wheel motor, the target rotation speed difference, the vehicle speed, and the yaw rate of the traveling operation unit of the vehicle of the first embodiment. is a timing chart showing FIGS. 22A to 22F show changes in the vertical operation amount, the horizontal operation amount, the output torque of the in-wheel motor, the target rotation speed difference, the speed, and the yaw rate of the traveling operation unit of the vehicle of the first embodiment. is a timing chart showing FIGS. 23A to 23C are timing charts showing changes in target drive wheel speed, actual drive wheel speed, and driven wheel steering angle of the vehicle of the first embodiment. FIGS. 24A to 24C are timing charts showing changes in target drive wheel speed, actual drive wheel speed, and driven wheel steering angle of the vehicle of the first embodiment. FIG. 25 is a diagram schematically showing an operation example of the vehicle of the first embodiment. FIG. 26 is a flowchart showing a processing procedure of large steering angle turning control according to the second embodiment. FIGS. 27A to 27C are timing charts showing changes in target drive wheel speed, drive wheel speed, and driven wheel steering angle of the vehicle of the second embodiment. FIG. 28 is a flow chart showing the processing procedure of the widthwise running control according to the third embodiment. FIG. 29 is a diagram showing an example of a threshold calculation map. FIGS. 30A to 30D are timing charts showing changes in target drive wheel speed, actual drive wheel speed, driven wheel steering angle, and integral value of the vehicle of the third embodiment. FIG. 31 is a flow chart showing the processing procedure of the widthwise running control according to the modification of the third embodiment.

An embodiment of a vehicle will be described below with reference to the drawings. In order to facilitate understanding of the description, the same constituent elements in each drawing are denoted by the same reference numerals as much as possible, and overlapping descriptions are omitted.
<First embodiment>
First, the schematic configuration of the vehicle of the first embodiment will be described. As shown in FIG. 1, a vehicle 10 of the present embodiment includes driven wheels 21R and 21L, driving wheels 22R and 22L, in-wheel motors 30R and 30L, an EV (Electric Vehicle) ECU (Electronic Control Unit) 40, and and The vehicle 10 is a so-called slow mobility that runs at a speed equal to or lower than a predetermined speed, for example. The predetermined speed is set to "20 [km/h]", "50 [km/h]", or the like. This vehicle 10 is not provided with a braking device and a steering device, and braking and turning of the vehicle 10 are realized by torque control of the in-wheel motors 30R and 30L. In this embodiment, the vehicle 10 corresponds to a mobile object.

The driven wheels 21R and 21L are provided on the right rear and left rear of the vehicle 10, respectively. The driven wheels 21R and 21L are rotatable wheels, so-called caster wheels. That is, the driven wheels 21R and 21L have fulcrums 210R and 210L fixed to the vehicle body 11, respectively. As shown in FIG. , m10L are supported so as to be rotatable by 360°. The driven wheels 21R and 21L rotate in the circumferential direction C around the axes m11R and m11L as the vehicle 10 travels. Below, the driven wheel 21R is also referred to as the "right driven wheel 21R", and the driven wheel 21L is also referred to as the "left driven wheel 21L".

As shown in FIG. 1, drive wheels 22R and 22L are provided on the front right and front left sides of the vehicle 10, respectively. Drive torque and braking torque are applied to the drive wheels 22R and 22L from the in-wheel motors 30R and 30L. Hereinafter, the drive wheel 22R is also referred to as the "right drive wheel 22R", and the drive wheel 22L is also referred to as the "left drive wheel 22L". Also, the driving torque and the braking torque are collectively referred to as "braking/driving torque". In the present embodiment, the in-wheel motor 30R corresponds to a first braking/driving torque applying section, and the braking/driving torque applied from the in-wheel motor 30R to the right driving wheel 22R corresponds to the first braking/driving torque. Further, the in-wheel motor 30L corresponds to a second braking/driving torque applying section, and the braking/driving torque applied from the in-wheel motor 30L to the left driving wheel 22L corresponds to the second braking/driving torque.

The in-wheel motors 30R, 30L are built in the drive wheels 22R, 22L, respectively. As shown in FIG. 3, the in-wheel motors 30R, 30L include motor generators 31R, 31L, inverter devices 32R, 32L, MG (Motor Generator) ECUs 33R, 33L, and rotation sensors 34R, 34L. ing.

Inverter device 32R converts DC power supplied from a battery mounted on vehicle 10 into three-phase AC power, and supplies the converted three-phase AC power to motor generator 31R.
Motor generator 31R operates as an electric motor when vehicle 10 is driven. When operating as an electric motor, the motor generator 31R is driven based on the three-phase AC power supplied from the inverter device 32R. The drive torque of the motor generator 31R is transmitted to the right drive wheel 22R to rotate the right drive wheel 22R.

Motor generator 31R shown in FIG. 3 operates as a generator when vehicle 10 is braked. When operating as a generator, the motor generator 31R generates power through regenerative operation. Braking torque is applied to the right drive wheel 22R by the regenerative operation of the motor generator 31R. The three-phase AC power generated by the motor generator 31R is converted into DC power by the inverter device 32R, and the battery of the vehicle 10 is charged with the DC power.

Rotation sensor 34R detects the rotational speed of the output shaft of motor generator 31R and outputs a signal corresponding to the detected rotational speed to MGECU 33R.
The MGECU 33R is mainly composed of a microcomputer having a CPU, memory, and the like. The MGECU 33R controls driving of the motor generator 31R by executing a program pre-stored in its memory.

Specifically, the MGECU 33R acquires information on the rotation speed of the motor generator 31R based on the output signal of the rotation sensor 34R. The MGECU 33R also calculates the rotation speed ωRR of the right drive wheel 22R based on the rotation speed of the motor generator 31R using an arithmetic expression, map, or the like. Hereinafter, the rotation speed ωRR of the right drive wheel 22R is also referred to as the "right drive wheel speed ωRR".

The MGECU 33R is communicably connected to the EVECU 40 via an in-vehicle network such as a CAN installed in the vehicle 10 . The EVECU 40 sets a first target braking/driving torque TR*, which is a target value of the braking/driving torque of the right drive wheel 22R, and transmits the set first target braking/driving torque TR* to the MGECU 33R. The MGECU 33R monitors the rotation speed of the motor generator 31R and controls the motor generator 31R so that the actual torque output from the motor generator 31R becomes the first target braking/driving torque TR*. First target braking/driving torque TR* is set to a positive value when vehicle 10 is accelerated forward D1, that is, when motor generator 31R is operated as an electric motor. Further, the first target braking/driving torque TR* is set to a negative value when the vehicle 10 is decelerated, that is, when the motor generator 31R is regeneratively operated.

Note that the MGECU 33R transmits to the EVECU 40 various information that can be acquired by the MGECU 33R, such as the right driving wheel speed ωRR, in response to a request from the EVECU 40 .
The motor generator 31L, the inverter device 32L, the MGECU 33L, and the rotation sensor 34L of the in-wheel motor 30L operate similarly to the components of the in-wheel motor 30R. For example, the MGECU 33L monitors the rotation speed of the motor generator 31L and controls the motor generator 31L so that the actual torque output from the motor generator 31L becomes the second target braking/driving torque TL*. The second target braking/driving torque TL* is a target value of the braking/driving torque of the left driving wheel 22L set by the EVECU 40. FIG. Further, the MGECU 33L transmits to the EVECU 40 various information that can be acquired by the MGECU 33L, such as the rotational speed ωRL of the left drive wheel 22L, in response to a request from the EVECU 40 . Hereinafter, the rotation speed ωRL of the left drive wheel 22L is referred to as "left drive wheel speed ωRL".

The vehicle 10 further includes a shift operation unit 50 shown in FIG. 4 and a travel operation unit 60 shown in FIG. 5 as operation parts for operating the vehicle 10 .
As shown in FIG. 4, the shift operation unit 50 is provided with a P (parking) switch 51, an R (reverse) switch 52, and a D (drive) switch 53 as switches that can be pressed by the driver. there is The P switch 51 is operated when the shift range of the vehicle 10 is set to the P range, that is, when the vehicle 10 is stopped. The R switch 52 is operated when the shift range of the vehicle 10 is set to the R range, that is, when the vehicle 10 is caused to travel backward D2. The D switch 53 is operated when the shift range of the vehicle 10 is set to the D range, that is, when the vehicle 10 is normally driven. The driver can switch the shift range of the vehicle 10 by pressing one of the three switches 51 to 53 for a predetermined time. For example, when the current shift range of the vehicle 10 is the P range, if the driver presses the D switch 53 for a predetermined time, the shift range of the vehicle 10 is switched to the D range. Shift operation unit 50 outputs a signal indicating the pressing state of switches 51 to 53 to EVECU 40 .

The travel operation unit 60 shown in FIG. 5 controls the acceleration, deceleration, right turn, and left turn of the vehicle 10 when the R switch 52 or the D switch 53 is selected, that is, when the vehicle 10 moves forward or backward. This is the part that is manipulated when controlling the rotation. A joystick 61 is provided in the travel operation unit 60 . The joystick 61 can be operated from the neutral position shown in FIG. 5 in the forward direction J1, the backward direction J2, the right direction J3, the left direction J4, and intermediate directions thereof. When the driver operates the joystick 61 from the neutral position in the forward direction J1, the backward direction J2, the right direction J3, and the left direction J4, respectively, the vehicle 10 can be accelerated, decelerated, turned right, and turned left. Further, when the driver operates the joystick 61 in an intermediate direction between the forward direction J1 and the rightward direction J3, the vehicle 10 can be turned right while accelerating. The acceleration of the vehicle 10 increases as the operation amount S1 in the forward direction J1 from the neutral position of the joystick 61 increases. Similarly, the deceleration of the vehicle 10 increases as the operation amount S2 from the neutral position of the joystick 61 in the rearward direction J2 increases. Furthermore, the turning speed of the vehicle 10 increases as the operation amounts S3 and S4 in the rightward direction J3 or the leftward direction J4 from the neutral position of the joystick 61 increase. Travel operation unit 60 outputs a signal indicating the operation state of joystick 61 to EVECU 40 .

Hereinafter, the operation amount S1 from the neutral position of the joystick 61 in the forward direction J1 will be referred to as the "accelerator operation amount S1 of the travel operation unit 60", and the operation amount S2 in the rearward direction J2 will be referred to as the "brake operation amount of the travel operation unit 60. S2”. Further, the operation amounts S3 and S4 in the rightward direction J3 and the leftward direction J4 are referred to as "the lateral direction operation amount S34 of the traveling operation unit 60". The horizontal operation amount S34 represents the operation amount S3 in the right direction J3 with a positive value, and represents the operation amount S4 in the left direction J4 with a negative value. In this embodiment, the traveling operation unit 60 corresponds to a turning operation unit that is operated when the vehicle 10 is turned. Further, the rightward operation amount S3 and the leftward operation amount S4 of the traveling operation unit 60 correspond to the operation amount of the turning operation unit.

As shown in FIG. 3, the vehicle 10 further includes a yaw rate sensor 70, rotation angle sensors 71 and 72, wheel speed sensors 73 and 74, a large steering angle turn request switch 90, and a side approach request switch 91. I have.
The yaw rate sensor 70 detects an actual yaw rate Y, which is the yaw rate actually occurring in the vehicle 10 , and outputs a signal corresponding to the detected actual yaw rate to the EVECU 40 . As shown in FIG. 1, the actual yaw rate Y is the rotational speed of the vehicle 10 around the vertical axis passing through the center of gravity Gc. The yaw rate Y in this embodiment represents the rotational speed of the vehicle 10 in the right direction D3 with a positive value, and the rotational speed of the vehicle 10 in the left direction D4 with a negative value.

Rotation angle sensors 71 and 72 detect rotation angles .theta.R and .theta.L of driven wheels 21R and 21L about fulcrums 210R and 210L, respectively, and output signals corresponding to the detected rotation angles .theta.R and .theta.L to EVECU 40. do. Hereinafter, the rotation angles θR, θL of the driven wheels 21R, 21L are referred to as "driven wheel steering angles θR, θL".

Wheel speed sensors 73 and 74 detect rotational speeds ωFR and ωFL of driven wheels 21R and 21L about axes m11R and m11L shown in FIG. A signal is output to the EVECU 40 . Hereinafter, the rotational speed ωFR of the right driven wheel 21R is referred to as "right driven wheel speed ωFR", and the rotational speed ωFL of the left driven wheel 21L is referred to as "left driven wheel speed ωFL".

The large steering angle turn request switch 90 is a switch that is operated when turning the vehicle 10 with a large steering angle, in other words, when turning the vehicle 10 with a small turning radius.
The side approaching request switch 91 is a switch that is operated when the vehicle 10 is caused to travel side by side.

The EVECU 40 is mainly composed of a microcomputer having a CPU, a memory, and the like. In this embodiment, the EVECU 40 corresponds to the controller and the computer. The EVECU 40 comprehensively controls traveling of the vehicle 10 by executing a program pre-stored in its memory.

Specifically, the EVECU 40 includes a shift operation unit 50, a travel operation unit 60, a yaw rate sensor 70, rotation angle sensors 71 and 72, wheel speed sensors 73 and 74, a large steering angle turn request switch 90, and a side approach request switch. 91 are captured. The EVECU 40 obtains information on the pressed state of each of the switches 51 to 53 in the shift operation unit 50 and the operation amount S1, Information of S2 and S34 is acquired. In addition, the EVECU 40 determines the actual yaw rate Y of the vehicle 10, the driven wheel steering angles θR and θL, and the driven wheel speed based on output signals from the yaw rate sensor 70, rotation angle sensors 71 and 72, and wheel speed sensors 73 and 74, respectively. Information on each of ωFR and ωFL is acquired. Further, the EVECU 40 acquires ON/OFF information of each of the switches 90 and 91 based on the respective output signals of the large steering angle turning request switch 90 and the narrowing request switch 91 .

The EVECU 40 also acquires information on the right driving wheel speed ωRR and the left driving wheel speed ωRL from the MGECUs 33R and 33L of the in-wheel motors 30R and 30L, respectively. The EVECU 40 sets the first target braking/driving torque TR* and the second target braking/driving torque TL* based on the acquired information.

For example, when the D switch 53 is selected in the shift operation unit 50 and the joystick 61 of the travel operation unit 60 is operated in the forward direction J1, the EVECU 40 sets the first target braking/driving torque TR* and the second target braking torque TR*. The driving torques TL* are set to the same positive value and transmitted to the in-wheel motors 30R and 30L, respectively. As a result, the same positive torque is applied from the in-wheel motors 30R, 30L to the drive wheels 22R, 22L, so the vehicle 10 accelerates forward D1 shown in FIG. On the other hand, when the joystick 61 of the travel operation unit 60 is operated in the rearward direction J2, regenerative torque is applied from the in-wheel motors 30R, 30L to the drive wheels 22R, 22L, so the vehicle 10 decelerates.

When the D switch 53 is selected in the shift operation unit 50 and the joystick 61 of the travel operation unit 60 is operated in the right direction J3, the EVECU 40 changes the first target braking/driving torque TR* and the second target braking torque TR*. It causes a difference from the driving torque TL*. Specifically, the EVECU 40 sets the second target braking/driving torque TL* larger than the first target braking/driving torque TR*, and transmits them to the in-wheel motors 30R and 30L, respectively. As a result, the torque applied from the in-wheel motor 30L to the left driving wheel 22L is greater than the torque applied from the in-wheel motor 30R to the right driving wheel 22R, so the vehicle 10 is shown in FIG. Turn right D3. On the other hand, when the joystick 61 of the travel operation unit 60 is operated in the left direction J4, the torque applied from the in-wheel motor 30R to the right drive wheel 22R is higher than the torque applied from the in-wheel motor 30L to the left drive wheel 22L. becomes larger, the vehicle 10 turns in the left direction D4 shown in FIG.

Next, with reference to FIG. 6, the control method of the vehicle 10 executed by the EVECU 40 will be described in detail.
As shown in FIG. 6, the EVECU 40 includes a speed calculation unit 41, a braking/driving torque calculation unit 42, a speed upper limit calculation unit 43, and a functional configuration realized by executing a program stored in its memory. A selection unit 44, a speed difference calculation unit 45, a first feedback control unit 46, a second feedback control unit 47, a first correction unit 48, a second correction unit 49, addition units 81 to 83, and a subtraction unit 84 are provided. .

The speed calculator 41 obtains the actual wheel speed ωc (=(ωFR+ωFL)/2) of the vehicle 10 by calculating the average value of the driven wheel speeds ωFR and ωFL. Further, the speed calculation unit 41 calculates the vehicle speed Vb, which is the traveling speed of the vehicle 10, using an arithmetic expression or the like based on the calculated wheel speed ωc. The vehicle speed Vb and the wheel speed ωc calculated by the speed calculator 41 are correlated with each other. The method for calculating the vehicle speed Vb is not limited to the method using the average value of the driven wheel speeds ωFR and ωFL, and any method can be used. The vehicle speed Vb calculated by the speed calculation unit 41 is input to the braking/driving torque calculation unit 42, the speed upper limit calculation unit 43, and the speed difference calculation unit 45, respectively. The wheel speed ωc calculated by the speed calculator 41 is input to the adder 82 and the subtractor 84 .

The braking/driving torque calculation unit 42 calculates the first basic braking/driving torque Ta based on the pressed states of the switches 51 to 53 in the shift operation unit 50, the operation amounts S1, S2, and S34 of the joystick 61 in the traveling operation unit 60, and the vehicle speed Vb. set. The first basic braking/driving torque Ta is a target value of the braking/driving torque to be applied to each of the right driving wheel 22R and the left driving wheel 22L in order to accelerate or decelerate the vehicle 10 .

Specifically, the braking/driving torque calculator 42 sets the first basic braking/driving torque Ta by executing the process shown in FIG. As shown in FIG. 7, the braking/driving torque calculator 42 first determines whether or not the vehicle speed Vb satisfies "Vb=0 [km/h]" (step S10). When the vehicle speed Vb satisfies "Vb=0 [km/h]" (step S10: YES), that is, when the vehicle 10 is stopped, the braking/driving torque calculation unit 42 switches to the R range. It is determined whether or not an operation has been performed (step S11). If the R switch 52 of the shift operation unit 50 is pressed and this state continues for a predetermined period of time, the braking/driving torque calculation unit 42 determines that an operation to switch to the R range has been performed (step S11: YES). ). In this case, the braking/driving torque calculator 42 sets the shift state management flag Fs to "R" (step S12).

When the braking/driving torque calculation unit 42 determines in the process of step S11 that the operation to switch to the R range has not been performed (step S11: NO), it determines whether the operation to switch to the D range has been performed. (step S13). If the D switch 53 of the shift operation unit 50 is pressed and this state continues for a predetermined period of time, the braking/driving torque calculation unit 42 determines that the switching operation to the D range has been performed (step S13: YES). ). In this case, the braking/driving torque calculator 42 sets the shift state management flag Fs to "D" (step S14).

When the braking/driving torque calculation unit 42 makes a negative determination in the process of step S13 (step S13: NO), that is, when the vehicle 10 is stopped, the operation to switch the shift range between the R range and the D range is performed. If not, the process proceeds to step S15. Further, the braking/driving torque calculation unit 42 performs the process of step S15 even when the processes of steps S12 and S14 are executed, that is, when an operation is performed to switch the shift range of the vehicle 10 to the R range or the D range. proceed to Further, in step S10, the braking/driving torque calculation unit 42, when the vehicle speed Vb satisfies "Vb>0 [km/h]" (step S10: NO), that is, when the vehicle 10 is running, , the process proceeds to step S15 without executing the processes of steps S11 to S14. By detecting a shift range switching operation in such a procedure, it is possible to switch the shift range of the vehicle 10 to the R range or the D range only when the vehicle 10 is stopped.

The braking/driving torque calculation unit 42 determines whether or not the shift state management flag Fs is set to "D" as the process of step S15. When the shift state management flag Fs is set to "D" (step S15: YES), that is, when the shift range of the vehicle 10 is set to the D range, the braking/driving torque calculation unit 42 calculates the first The basic braking/driving torque Ta is set to the map calculation value Tm (step S16).

Specifically, the memory of the EVECU 40 stores in advance a driving torque calculation map M10 as shown in FIG. 8 and a braking torque calculation map M11 as shown in FIG.
A driving torque calculation map M10 shown in FIG. 8 maps the relationship between the vehicle speed Vb and the map calculation value Tm. In the driving torque calculation map M10, the graph showing the relationship between the vehicle speed Vb and the map calculation value Tm changes according to the accelerator operation amount S1 of the traveling operation unit 60, so that the map calculation value Tm changes according to the accelerator operation amount S1. It is designed to The map calculated value Tm calculated using the drive torque calculation map M10 is a target value of drive torque to be applied to each of the right drive wheel 22R and the left drive wheel 22L in order to accelerate the vehicle 10. FIG.

A braking torque calculation map M11 shown in FIG. 9 maps the relationship between the vehicle speed Vb and the map calculation value Tm. In the braking torque calculation map M11, the graph showing the relationship between the vehicle speed Vb and the map calculation value Tm changes according to the brake operation amount S2 of the traveling operation unit 60, so that the map calculation value Tm changes according to the brake operation amount S2. It is designed to The map calculated value Tm calculated using the braking torque calculation map M11 is a target value of braking torque to be applied to each of the right driving wheel 22R and the left driving wheel 22L in order to decelerate the vehicle 10. FIG.

When the joystick 61 of the traveling operation unit 60 is operated in the forward direction J1, that is, when the acceleration operation is performed, the braking/driving torque calculation unit 42 calculates the vehicle speed using the driving torque calculation map M10 shown in FIG. A map calculation value Tm is obtained from Vb and the accelerator operation amount S1 of the traveling operation unit 60 . On the other hand, the braking/driving torque calculation unit 42 uses the braking torque calculation map M11 shown in FIG. Then, the map calculation value Tm is obtained from the vehicle speed Vb and the brake operation amount S2 of the traveling operation unit 60. FIG. The braking/driving torque calculator 42 sets the map calculation value Tm thus calculated as the first basic braking/driving torque Ta.

On the other hand, as shown in FIG. 7, when the shift state management flag Fs is set to "R" in the process of step S15, the braking/driving torque calculation unit 42 shifts the shift range of the vehicle 10 to the R range. If it is set, a negative determination is made (step S15: NO). In this case, after calculating the map calculation value Tm based on the driving torque calculation map M10 shown in FIG. 8 or the braking torque calculation map M11 shown in FIG. The reversed map calculation value "-Tm" is set as the first basic braking/driving torque Ta (step S17).

As shown in FIG. 6 , the first basic braking/driving torque Ta calculated by the braking/driving torque calculation section 42 is input to the selection section 44 .
The speed upper limit calculation unit 43 sets the second basic braking/driving torque Tb based on the vehicle speed Vb and the lateral operation amount S34 of the travel operation unit 60 . The second basic braking/driving torque Tb is the upper limit value of the braking/driving torque to be applied to each of the right driving wheel 22R and the left driving wheel 22L in order to limit the traveling speed of the vehicle 10 to a preset upper limit speed or less. .

Specifically, the speed upper limit calculator 43 sets the second basic braking/driving torque Tb by executing the process shown in FIG. As shown in FIG. 10, the speed upper limit calculator 43 first calculates an upper limit speed Vmax, which is the upper limit of the traveling speed of the vehicle 10 (step S20). In the memory of the EVECU 40, an upper limit vehicle speed calculation map M12 as shown in FIG. 11 is stored in advance. The upper limit vehicle speed calculation map M12 maps the relationship between the lateral operation amount S34 of the traveling operation unit 60 and the upper limit speed Vmax. In the upper limit vehicle speed calculation map M12, the upper limit speed Vmax is set to a predetermined speed V1 when the lateral operation amount S34 of the travel operation unit 60 is "0", that is, when the vehicle 10 is not turning. The predetermined speed V1 is, for example, "20 [km/h]". Further, in the upper limit vehicle speed calculation map M12, the upper limit speed Vmax is set to a smaller value as the absolute value of the lateral operation amount S34 of the travel operation unit 60 increases.

As shown in FIG. 10, the speed upper limit calculator 43 calculates the second basic braking/driving torque Tb (step S21), following the process of step S20. Specifically, the speed upper limit calculator 43 first calculates the speed deviation eV from the current vehicle speed Vb and the upper limit speed Vmax calculated in step S20 based on the following equation f2.

eV=Vmax-Vb (f2)
Subsequently, the speed upper limit calculator 43 calculates a second basic braking/driving torque Tb from the calculated speed deviation eV using the following equation f3. In equation f3, "Kp" and "Ki" are predetermined proportional gain and integral gain.

Tb=Kp×eV+Ki×∫eV (f3)
Thus, the speed upper limit calculator 43 sets the second basic braking/driving torque Tb by performing feedback control based on the deviation eV between the current vehicle speed Vb and the upper limit speed Vmax.

As shown in FIG. 6 , the second basic braking/driving torque Tb set by the speed upper limit calculator 43 is input to the selector 44 .
The selection unit 44 selects the smaller one of the first basic braking/driving torque Ta calculated by the braking/driving torque calculation unit 42 and the second basic braking/driving torque Tb calculated by the speed upper limit calculation unit 43. basic braking/driving torque Tc. The basic braking/driving torque Tc set by the selector 44 is input to the adders 81 and 83, respectively.

The speed difference calculation unit 45 sets the target rotation speed difference Δω* based on the vehicle speed Vb and the lateral operation amount S34 of the travel operation unit 60 . The target rotational speed difference Δω* is a target value of the speed difference to be generated between the right driving wheel speed ωRR and the left driving wheel speed ωRL in order to turn the vehicle 10 .

The adding section 82 and the subtracting section 84 calculate the target left drive wheel speed ωRL* and the target right drive wheel speed ωRR* from the target rotation speed difference Δω* and the wheel speed ωc set by the speed difference calculation unit 45, respectively.
12 and 13 show the procedure of processing executed by the speed difference calculator 45, the adder 82, and the subtractor 84. FIG.

As shown in FIG. 12, the speed difference calculator 45 first determines whether or not the vehicle speed Vb is equal to or higher than a predetermined speed V2 (step S30). The predetermined speed V2 is set to, for example, "3 [km/h]". The predetermined speed V2 may have hysteresis. That is, the predetermined speed V2 is set to "3 [km/h]+a" when the vehicle speed Vb is increasing, and is set to "3 [km/h] when the vehicle speed Vb is decreasing, using the predetermined value a. /h]-a”. The predetermined speed V2 is set to a value that allows it to be determined whether or not the vehicle 10 is in a running state.

When the vehicle speed Vb is equal to or higher than the predetermined speed V2 (step S30: YES), that is, when the vehicle 10 is in the running state, the speed difference calculation unit 45 uses the running calculation map M13 shown in FIG. Then, the basic rotation speed difference Δωb is set from the lateral operation amount S34 of the traveling operation unit 60 (step S31). The basic rotation speed difference Δωb is the basic value of the target rotation speed difference Δω*. A running-time calculation map M13 shown in FIG. 14 is stored in the memory of the EVECU 40. FIG. The travel calculation map M13 is a map of the relationship between the lateral operation amount S34 of the travel operation unit 60 and the basic rotation speed difference Δωb. In the running time calculation map M13, the graph showing the relationship between the lateral operation amount S34 of the running operation unit 60 and the basic rotation speed difference Δωb is switched based on the vehicle speed Vb, so that the basic rotation speed difference Δωb changes according to the vehicle speed Vb. It is set to change. Specifically, the lower the vehicle speed Vb, the larger the basic rotation speed difference Δωb is set. Accordingly, the slower the vehicle speed Vb, the greater the speed difference between the right driving wheel speed ωRR and the left driving wheel speed ωRL, so that the vehicle 10 turns at a higher rotational speed. The running time calculation map M13 is used to obtain the basic rotational speed difference Δωb when the vehicle 10 is turned while the vehicle 10 is running.

As shown in FIG. 12, the speed difference calculation unit 45 uses the target yaw rate calculation map M14 shown in FIG. A yaw rate Y* is set (step S32). A target yaw rate Y* is a target value of the yaw rate Y of the vehicle 10 . The target yaw rate calculation map M14 maps the relationship between the lateral operation amount S34 of the traveling operation unit 60 and the target yaw rate Y*. In the target yaw rate calculation map M14, the target yaw rate Y* changes according to the vehicle speed Vb by switching the graph showing the relationship between the lateral operation amount S34 of the travel operation unit 60 and the target yaw rate Y* based on the vehicle speed Vb. It's like Specifically, the slower the vehicle speed Vb, the larger the target yaw rate Y* is set. Thus, the slower the vehicle speed Vb, the greater the yaw rate Y of the vehicle 10, so the vehicle 10 turns at a higher rotational speed.

As shown in FIG. 12, the speed difference calculator 45 calculates the speed difference correction value Δωc (step S33) following the process of step S32. Specifically, the speed difference calculator 45 first calculates a yaw rate deviation eY based on the following equation f4 from the current yaw rate Y of the vehicle 10 and the target yaw rate Y* calculated in step S32. .

eY=Y*-Y (f4)
Subsequently, the speed difference calculator 45 calculates a speed difference correction value Δωc from the calculated yaw rate deviation eY based on the following equation f5.
Δωc=Kp×eY+Ki×∫eY (f5)
However, the speed difference calculation unit 45 limits the speed difference correction value Δωc to a range from the lower limit value Δωmin to the upper limit value Δωmax based on the following equation f6. The lower limit value Δωmin and the upper limit value Δωmax are preset.

Δωmin<Δωc<Δωmax (f6)
Following the processing of step S33, the speed difference calculator 45 calculates the target rotation speed difference Δω* based on the following equation f7 (step S34).

Δω*=Δωb+Δωc (f7)
Subsequently, the speed difference calculation unit 45 determines whether or not the shift state management flag Fs is set to "D" (step S35). (step S35: YES), the target rotation speed difference Δω* calculated by the above equation f7 is used as it is. On the other hand, in the process of step S35, the speed difference calculation unit 45 makes a negative determination when the shift state management flag Fs is set to "R" (step S35: NO). In this case, the speed difference calculation unit 45 reverses the sign of the target rotation speed difference Δω* calculated by the above equation f7 as shown in the following equation f8 (step S36), and converts it to the target rotation speed difference Δω*. It is used as the calculation result of the speed difference Δω*.

Δω*=−Δω* (f8)
The target rotation speed difference Δω* thus set by the speed difference calculator 45 is input to the adder 82 and the subtractor 84, respectively, as shown in FIG.

As shown in FIG. 12, the adder 82 calculates the target left drive wheel speed ωRL* from the target rotational speed difference Δω* set by the speed difference calculator 45 and the wheel speed ωc based on the following equation f9. (Step S37).
ωRL*=ωc+Δω* (f9)
Further, the adder 82 determines whether or not the target left drive wheel speed ωRL* satisfies "ωRL*<0" (step S38), and if "ωRL*<0" is satisfied ( Step S38: YES), lower limit guard processing for setting the target left driving wheel speed ωRL* to "0" is executed (step S39). As shown in FIG. 6 , the target left drive wheel speed ωRL* calculated by the adding section 82 is input to the second feedback control section 47 .

As shown in FIG. 12, the subtraction unit 84 calculates the target right driving wheel speed ωRR* from the target rotation speed difference Δω* set by the speed difference calculation unit 45 and the wheel speed ωc based on the following equation 10. (Step S40).
ωRR*=ωc−Δω* (f10)
Further, the subtraction unit 84 determines whether or not the target right driving wheel speed ωRR* satisfies "ωRR*<0" (step S41), and if "ωRR*<0" is satisfied ( Step S41: YES), lower limit guard processing for setting the target right driving wheel speed ωRR* to "0" is executed (step S42). As shown in FIG. 6 , the target right driving wheel speed ωRR* calculated by the subtractor 84 is input to the first feedback controller 46 .

On the other hand, as shown in FIG. 12, in the process of step S30, the speed difference calculation unit 45 determines whether the vehicle speed Vb is less than the predetermined speed V2 (step S30: NO), that is, whether the vehicle 10 is stopped. , or when the vehicle is traveling at a very low speed close to it, as shown in FIG. S50). The predetermined amount Sa is set so that it can be determined whether the joystick 61 of the travel operation unit 60 is operated to the limit in the rightward direction J3 or the leftward direction J4. The process of step S50 corresponds to the process of determining whether or not either the rightward operation amount S3 or the leftward operation amount S4 of the traveling operation unit 60 is greater than or equal to the predetermined amount Sa.

When the absolute value of the lateral operation amount S34 of the travel operation unit 60 is equal to or greater than the predetermined amount Sa (step S50: YES), the speed difference calculation unit 45 determines whether the joystick 61 of the travel operation unit 60 is moved in the right direction J3 or the left direction. When it is operated to the limit of J4, large steering angle turning control is executed (step S52). The processing procedure of the large steering angle turning control is as shown in FIG.

As shown in FIG. 16, in the large steering angle turning control, the speed difference computing unit 45 first uses the large steering angle turning calculation map M15 shown in FIG. A basic rotational speed difference Δωb is set from the quantity S34 (step S60). A large steering angle turning calculation map M15 shown in FIG. The calculation map M15 for turning at a large steering angle is a map of the relationship between the lateral operation amount S34 of the traveling operation unit 60 and the basic rotation speed difference Δωb. In the large steering angle turning calculation map M15, when the left/right direction operation amount S34 is a negative value, that is, when the joystick 61 of the travel operation unit 60 is operated in the left direction J4, the basic rotational speed difference Δωb is "- Δωb11”. Further, when the lateral operation amount S34 is a positive value, that is, when the joystick 61 of the travel operation unit 60 is operated in the right direction J3, the basic rotational speed difference Δωb is set to "Δωb11". The large steering angle turning calculation map M15 is used to obtain the basic rotation speed difference Δωb when turning the vehicle 10 when the vehicle 10 is stopped, in other words, the basic rotation speed difference Δωb when turning the vehicle 10 on the spot. Used.

As shown in FIG. 16, the speed difference calculation unit 45 uses the target steering angle calculation map M16 shown in FIG. A target steering angle θ* is set (step S61). The target steering angle .theta.* is the target value of the driven wheel steering angles .theta.R and .theta.L. The target steering angle calculation map M16 maps the relationship between the lateral operation amount S34 of the traveling operation unit 60 and the target steering angle θ*. In the target steering angle calculation map M16, when the lateral operation amount S34 is a negative value, that is, when the joystick 61 of the traveling operation unit 60 is operated in the left direction J4, the target steering angle θ* is "-θ11". is set to Further, when the lateral operation amount S34 is a positive value, that is, when the joystick 61 of the travel operation unit 60 is operated in the right direction J3, the target steering angle θ* is set to "θ11".

As shown in FIG. 16, the speed difference calculation unit 45 calculates a speed difference correction value Δωc (step S62) following the process of step S61. Specifically, the speed difference calculator 45 first calculates a steering angle deviation eθ based on the following equation f11 from the current driven wheel steering angle θ and the target steering angle θ* calculated in step S61. As the driven wheel steering angle .theta., either one of the driven wheel steering angles .theta.R and .theta.L or their average value is used.

eθ=θ*−θ (f11)
Subsequently, the speed difference calculation unit 45 calculates a speed difference correction value Δωc from the calculated steering angle deviation eθ based on the following equation f12.
Δωc=Kp×eθ+Ki×∫eθ (f12)
However, the speed difference calculation unit 45 limits the speed difference correction value Δωc to a range from the lower limit value Δωmin to the upper limit value Δωmax based on the above equation f6.

As described above, the speed difference calculation unit 45 calculates the , the speed difference correction value Δωc is set by performing feedback control based on the deviation eθ between the driven wheel steering angle θ and the target steering angle θ*.

Following the processing of step S62, the speed difference calculation unit 45 calculates the target rotation speed difference Δω* based on the above equation f7 (step S63). is determined (step S64), and if the shift state management flag Fs is set to "D" (step S64: YES), the target rotational speed difference Δω* calculated by the equation f7 is used as it is. use. On the other hand, when the shift state management flag Fs is set to "R", the speed difference calculation unit 45 makes a negative determination in the process of step S64 (step S64: NO), and The positive/negative sign of the target rotation speed difference Δω* calculated by is reversed as shown in the above equation f8 (step S65), and this is used as the calculation result of the target rotation speed difference Δω*.

The target rotation speed difference Δω* thus set by the speed difference calculator 45 is input to the adder 82 and the subtractor 84, respectively, as shown in FIG.
As shown in FIG. 16, the adder 82 calculates the target left drive wheel speed ωRL* from the target rotational speed difference Δω* set by the speed difference calculator 45 and the wheel speed ωc based on the above equation f9. (Step S66). At this time, the adder 82 sets the wheel speed ωc to “0 [km]. Therefore, the adder 82 sets the target left driving wheel speed ωRL* to “Δω*”.

Further, as shown in FIG. 16, the subtraction unit 84 calculates the target right driving wheel speed ωRR* from the target rotation speed difference Δω* set by the speed difference calculation unit 45 and the wheel speed ωc based on the above equation 10. Calculate (step S67). At this time, the subtraction unit 84 sets the wheel speed ωc to “0 [km]. Therefore, the subtraction unit 84 sets the target left drive wheel speed ωRL* to “−Δω*”.

As shown in FIG. 13, in the process of step S50, the speed difference calculation unit 45 determines that the absolute value of the lateral operation amount S34 of the traveling operation unit 60 is less than the predetermined amount Sa (step S50: NO). , it is determined whether or not the driver requests a large steering angle turn (step S51). When the large steering angle turn request switch 90 is on, the speed difference calculation unit 45 determines that the driver is requesting a large steering angle turn (step S51: YES). A large steering angle turning control is executed (step S52).

On the other hand, when the large steering angle turning request switch 90 is in the OFF state in the process of step S51, the speed difference calculating section 45 determines that the driver does not request the large steering angle turning control (step S51). S51: NO), it is determined whether or not the driver is requesting side-by-side running (step S53). When the widthwise request switch 91 is on, the speed difference calculation unit 45 determines that the driver is requesting widthwise travel (step S53: YES), and executes widthwise travel control. (Step S54). The processing procedure of the widthwise travel control is as shown in FIG.

As shown in FIG. 19, the speed difference calculation unit 45, in the widthwise travel control, first calculates the lateral operation amount S34 of the travel operation unit 60 when the widthwise travel request switch 91 is switched from the off state to the on state. The required operation amount Sb is stored in the memory of the EVECU 40 (step S80).

After step S80, the speed difference calculation unit 45 determines whether or not the requested operation amount Sb is a negative value (step S81). If the requested operation amount Sb is a negative value (step S81: YES), that is, when the width approach request switch 91 is switched from the OFF state to the ON state, the speed difference calculation unit 45 changes the traveling operation unit 60. When the joystick 61 is operated in the left direction J4, the direction switching control is executed to once turn the vehicle 10 in the left direction D4, and then the vehicle 10 is turned in the right direction D3 to return the direction of the vehicle 10. Perform return control.

Specifically, the speed difference calculation unit 45 calculates the predetermined time KT from the requested operation amount Sb by using the predetermined time calculation map M17 shown in FIG. 20 (step S82). The predetermined time calculation map M17 maps the relationship between the required operation amount Sb and the predetermined time KT. The predetermined time calculation map M17 is stored in the memory of the EVECU 40. FIG. In the predetermined time calculation map M17, the predetermined time KT is set to a larger value as the absolute value of the requested operation amount Sb increases.

As shown in FIG. 19, following the process of step S82, the speed difference calculator 45 executes the large steering angle turning control shown in FIG. 16 based on the requested operation amount Sb (step S83). At this time, since the requested operation amount Sb is a negative value, the large steering angle turning control is a control for turning the vehicle 10 to the left.

As shown in FIG. 19, following the process of step S83, the speed difference calculator 45 increments the counter CL (step S84), and then determines whether or not the counter CL satisfies "CL≧KT". (step S85). If the counter CL satisfies "CL<KT", the speed difference calculation unit 45 makes a negative determination in the process of step S85 (step S85: NO), and returns to the process of step S83. Therefore, the large steering angle turning control for turning the vehicle 10 to the left is continuously executed until the counter CL reaches the predetermined time KT.

If the counter CL satisfies "CL≧KT" (step S85: YES), the speed difference calculation unit 45 calculates the 16 is executed (step S86). At this time, since "-Sb" is a positive value, the large steering angle turning control turns the vehicle 10 to the right.

Following the process of step S86, the speed difference calculator 45 increments the counter CR (step S87), and then determines whether or not the counter CR satisfies "CR≧KT" (step S88). If the counter CL satisfies "CR<KT", the speed difference calculation unit 45 makes a negative determination in the process of step S88 (step S88: NO), and returns to the process of step S86. Therefore, the large steering angle turning control for turning the vehicle 10 to the right is continuously executed until the counter CR reaches the predetermined time KT. If the counter CR satisfies "CR≧KT" (step S88: YES), the speed difference calculation unit 45 proceeds to the process of step S96.

On the other hand, in the processing of step S81, the speed difference calculation unit 45 determines that when the requested operation amount Sb satisfies "Sb>0", that is, when the width approach request switch 91 is switched from the OFF state to the ON state. If the joystick 61 of the travel operation unit 60 is operated in the right direction J3, a negative determination is made in the process of step S81 (step S81: NO). In this case, the speed difference calculation unit 45 executes direction switching control for temporarily turning the vehicle 10 in the right direction D3, and then executes direction return control for returning the direction of the vehicle 10 by turning the vehicle 10 in the left direction D4. . Specifically, the speed difference calculator 45 executes the processes of steps S89 to S95. Note that the processing of steps S89 to S95 is similar to the processing of steps S82 to S88 described above, and thus the description thereof will be omitted.

If the speed difference calculation unit 45 makes a positive determination in the process of step S88 (step S88: YES), or if it makes a positive determination in the process of step S95 (step S95: YES), The counters CL and CR are set to "0" (step S96), and the width adjustment request switch 91 is set to the off state (step S97).

As shown in FIG. 13, the speed difference calculating section 45 determines that the driver does not request the side-to-side travel when the side-to-side side-to-side travel request switch 91 is in the OFF state in the process of step S53 ( Step S53: NO). In this case, the speed difference calculator 45 sets the counters CL and CR to "0" (step S55), and then proceeds to the process of step S31 shown in FIG. In this case, the processes of steps S31 to S42 are executed.

As shown in FIG. 6, the first feedback control unit 46 converts the actual right driving wheel speed ωRR* to the target right driving wheel speed ωRR* based on the target right driving wheel speed ωRR* calculated by the subtraction unit 84. The right driving wheel correction torque ΔTcR is calculated by performing feedback control to follow. Specifically, the first feedback control section 46 calculates the rotation speed deviation eωR based on the following equation f13.

eωR=ωRR*−ωRR (f13)
Subsequently, the first feedback control unit 46 calculates the right driving wheel correction torque ΔTcR from the calculated rotation speed deviation eωR based on the following equation f14.

ΔTcR=Kp×eωR+Ki×∫eωR (f14)
However, the first feedback control section 46 limits the right driving wheel correction torque ΔTcR to a range from the lower limit value ΔTmin to the upper limit value ΔTmax based on the following equation f15. The lower limit value ΔTmin and the upper limit value ΔTmax are preset.

ΔTmin<ΔTcR<ΔTmax (f15)
The right driving wheel correction torque ΔTcR calculated by the first feedback control section 46 is input to the addition section 83 .
Based on the target left drive wheel speed ωRL* calculated by the addition unit 82 and the actual left drive wheel speed ωRL, the second feedback control unit 47 performs the same calculation as the first feedback control unit 46 to A driving wheel correction torque ΔTcL is calculated. The left driving wheel correction torque ΔTcL calculated by the second feedback control section 47 is input to the addition section 81 .

The addition unit 83 adds the right driving wheel correction torque ΔTcR calculated by the first feedback control unit 46 to the basic braking/driving torque Tc set by the selection unit 44 to obtain the first target braking/driving torque TR* (= Tc+ΔTcR) is calculated. The first target braking/driving torque TR* calculated by the addition section 83 is input to the first correction section 48 .

The first correction section 48 performs correction processing on the first target braking/driving torque TR* calculated by the addition section 83 . For example, the first correction unit 48 sets the first target braking/driving torque TR* to a preset upper limit value or Execute processing to limit to the lower limit. In addition, the first correction unit 48 performs filtering processing on the first target braking/driving torque TR* so as not to cause a shock or the like to the vehicle 10 . The first target braking/driving torque TR* corrected by the first correction section 48 is transmitted to the in-wheel motor 30R. As a result, the torque applied from the in-wheel motor 30R to the right drive wheel 22R is controlled to the first target braking/driving torque TR*.

The addition unit 81 adds the left driving wheel correction torque ΔTcL calculated by the second feedback control unit 47 to the basic braking/driving torque Tc set by the selection unit 44, thereby obtaining a second target braking/driving torque TL* (= Tc+ΔTcL) is calculated. The second target braking/driving torque TL* calculated by the adder 81 is input to the second corrector 49 .

The second correction section 49 performs correction processing similar to that performed by the first correction section 48 on the second target braking/driving torque TL*. The second target braking/driving torque TL* corrected by the second corrector 49 is transmitted to the in-wheel motor 30L. As a result, the torque applied from the in-wheel motor 30L to the left driving wheel 22L is controlled to the second target braking/driving torque TL*.

By calculating the first target braking/driving torque TR* and the second target braking/driving torque TL* as shown in FIG. 6, their average value is set as the basic braking/driving torque Tc. That is, the average value of the braking/driving torques applied to the right driving wheel 22R and the left driving wheel 22L is controlled to the basic braking/driving torque Tc. Forward and reverse movement of the vehicle 10 are controlled by this first torque control. In addition, in the first torque control, the basic braking/driving torque Tc is calculated based on the accelerator operation amount S1 and the brake operation amount S2 of the traveling operation unit 60 . Therefore, the user can accelerate and decelerate the vehicle 10 by operating the joystick 61 of the travel operation unit 60 shown in FIG. 5 in the forward direction J1 and the backward direction J2.

On the other hand, a torque deviation occurs in the first target braking/driving torque TR* and the second target braking/driving torque TL* according to the target rotation speed difference Δω*. That is, a predetermined torque deviation occurs in the braking/driving torque applied to each of the right driving wheel 22R and the left driving wheel 22L. Right turning and left turning of the vehicle 10 are controlled by this second torque control. Also, in this second torque control, the target rotation speed difference Δω* is calculated based on the lateral operation amount S34 of the traveling operation unit 60 . Therefore, the user can turn the vehicle 10 to the left and right by operating the joystick 61 of the travel operation unit 60 shown in FIG. 5 in the right direction J3 and the left direction J4.

Next, an operation example of the vehicle 10 of this embodiment will be described.
FIGS. 21A to 21F are timing charts showing the transition of each parameter when the driver accelerates the vehicle 10 for steady straight running and then decelerates the vehicle.

Assuming that the driver operates the joystick 61 of the travel operation unit 60 in the forward direction J1 at time t10 shown in FIG. 21, the accelerator operation amount S1 of the travel operation unit 60 increases as shown in FIG. 21(A). . As a result, the basic braking/driving torque Tc increases in the positive direction, so that after the output torques TR and TL of the motor generators 31R and 31L increase in the positive direction, Controlled to a constant value. Therefore, as shown in FIG. 21(E), after time t10, vehicle speed Vb increases, that is, vehicle 10 accelerates.

After that, when the vehicle speed Vb reaches the upper limit speed Vmax at time t11, the basic braking/driving torque Tc is set so that the vehicle speed Vb is maintained at the upper limit speed Vmax. Therefore, as shown in FIG. 21C, output torques TR and TL of motor generators 31R and 31L are limited after time t11.

At time t11, vehicle speed Vb is greater than or equal to predetermined speed V2 used in the determination process of step S30 shown in FIG. When the vehicle 10 is caused to travel straight ahead, the lateral operation amount S34 of the traveling operation unit 60 is "0", as shown in FIG. 21(B). Therefore, the target yaw rate Y* set in the process of step S32 shown in FIG. 12 is set to "0". Therefore, the target rotation speed difference Δω* is set to “0” as shown in FIG. 21(D), and the right drive wheel correction torque ΔTcR and left drive wheel correction A torque ΔTcL is set. As a result, the output torques TR and TL of the motor generators 31R and 31L are controlled so that the actual yaw rate Y of the vehicle 10 becomes "0".

Therefore, as shown in FIG. 21(C), for some reason at time t12, a difference occurs between the output torques TR and TL of the motor generators 31R and 31L. Even if the actual yaw rate Y of 10 changes, the difference between the output torques TR and TL of the motor generators 31R and 31L is controlled to be "0". As a result, as shown in FIG. 21(F), after time t12, the actual yaw rate Y of the vehicle 10 converges to "0", so that the straight running stability of the vehicle 10 can be ensured.

After that, when the driver operates the joystick 61 of the traveling operation unit 60 in the backward direction J2 at time t13 shown in FIG. To increase. As a result, basic braking/driving torque Tc increases in the negative direction, so that output torques TR and TL of motor generators 31R and 31L increase in the negative direction, respectively, as shown in FIG. 21(C). Therefore, as shown in FIG. 21(E), after time t13, vehicle speed Vb decreases, that is, vehicle 10 decelerates and stops at time t14.

FIGS. 22A to 22F are timing charts showing the transition of each parameter when the driver accelerates the vehicle 10 and then turns the vehicle 10 at a speed equal to or higher than the predetermined speed V2.
As shown in FIG. 22, for example, after the vehicle 10 is accelerated at time t10, the driver operates the joystick 61 of the travel operation unit 60 in the right direction J3 at time t20. The lateral operation amount S34 of the traveling operation unit 60 increases in the positive direction so that As the lateral operation amount S34 of the travel operation unit 60 increases in the positive direction, the value of the upper limit speed Vmax set by the upper limit vehicle speed calculation map M12 shown in FIG. 11 decreases. As a result, when the upper limit speed Vmax becomes lower than the current vehicle speed Vb, the speed deviation eV represented by the above equation f2 is set to a negative value, so the second basic braking/driving torque Tb is set to a negative value. . As a result, negative torque is output from the motor generators 31R and 31L as shown in FIG. 22(C). That is, braking torque is applied to the right driving wheel 22R and the left driving wheel 22L. Accordingly, as shown in FIG. 22(E), vehicle speed Vb decreases after time t20.

On the other hand, as shown in FIG. 22(B), after time t20, the lateral operation amount S34 of the traveling operation unit 60 increases in the positive direction, so that the target yaw rate calculation map M14 shown in FIG. Yaw rate Y* is set to a positive value. Based on the feedback control based on the deviation between the target yaw rate Y* and the actual yaw rate Y of the vehicle 10, the target rotation speed difference Δω* increases as shown in FIG. 22(D). As a result, the right driving wheel correction torque ΔTcR is set larger than the left driving wheel correction torque ΔTcL, so that the output torque of the motor generator 31R is higher than the output torque TL of the motor generator 31L, as shown in FIG. 22(C). TR becomes larger. As a result, as shown in FIG. 22(E), the right drive wheel speed ωRR becomes faster than the left drive wheel speed ωRL, causing the vehicle 10 to turn rightward.

After that, at time t21, after the lateral operation amount S34 of the traveling operation unit 60 is set to the predetermined value S3a, when this state is maintained, the target yaw rate Y* changes to the predetermined value Y1* corresponding to the operation amount S3a. is set to As a result, yaw rate feedback control is performed to maintain the actual yaw rate Y of the vehicle 10 at the target yaw rate Y1* as shown in FIG. A state in which there is a deviation between output torque TR and output torque TL of motor generator 31L is maintained. As a result, the right drive wheel speed ωRR is faster than the left drive wheel speed ωRL as shown in FIG. 10 turns to the right D3. Further, as indicated by the two-dot chain line in FIG. 22(E), the vehicle speed Vb is maintained at a predetermined value.

On the other hand, when the vehicle speed Vb is less than the predetermined speed V2, the driver operates the joystick 61 of the traveling operation unit 60 in the right direction J3 by a predetermined amount Sa or more, or turns on the large steering angle turn request switch 90. In this case, the large steering angle turning control shown in FIG. 16 is executed. In this case, the target left drive wheel speed ωRL*, target right drive wheel speed ωRR*, left drive wheel speed ωRL, right drive wheel speed ωRR, and driven wheel steering angle θ of the vehicle 10 are shown in FIGS. transition as shown in .

In this situation, the joystick 61 of the travel operation unit 60 is operated in the right direction J3, that is, the left-right direction operation amount S34 is set to a positive value. Based on M15, the basic rotational speed difference Δωb is set to "Δωb11". Therefore, as shown in FIG. 23(A), if the large steering angle turning control is executed at time t30, after time t30 there will be a difference between the target left driving wheel speed ωRL* and the target right driving wheel speed ωRR*. there is a difference. Specifically, the target left drive wheel speed ωRL* is set to a positive value, and the target right drive wheel speed ωRR* is set to a negative value. Therefore, as shown in FIG. 23B, the left driving wheel speed ωRL is controlled to a positive value and the right driving wheel speed ωRR is controlled to a negative value, so that the left driving wheel 22L rotates positively. Meanwhile, the right driving wheel 22R rotates in the reverse direction. As a result, the vehicle 10 turns in the right direction D3. At this time, as shown in FIG. 23(C), the driven wheel steering angle θ of the vehicle 10 is controlled to the target steering angle θ* set by the target steering angle calculation map M16 shown in FIG. As a result, the vehicle 10 turns with a large steering angle, in other words, turns in the right direction D3 with a small turning radius.

Further, when the vehicle speed Vb is less than the predetermined speed V2 and the driver operates the joystick 61 of the traveling operation unit 60 in the right direction J3 and turns on the widthwise approach request switch 91, FIG. The narrower travel control is executed. In this case, the target left driving wheel speed ωRL*, target right driving wheel speed ωRR*, left driving wheel speed ωRL, right driving wheel speed ωRR, and driven wheel steering angle θ of the vehicle 10 are as shown in FIGS. transition as shown in .

In this situation, since the joystick 61 of the traveling operation unit 60 is operated in the right direction J3 when the width-shortening request switch 91 is turned on, the horizontal direction operation amount S34 is set to a positive value. By using the lateral operation amount S34 as the requested operation amount Sb, the requested operation amount Sb is set to a positive value. After the switching control is executed, direction return control is executed to turn the vehicle 10 in the left direction D4 to return the direction of the vehicle 10 .

Specifically, since the required operation amount Sb is set to a positive value, the basic rotation speed difference Δωb is set to “Δωb11” based on the calculation map M15 for large steering angle turning shown in FIG. . Therefore, as shown in FIG. 24A, if the direction switching control is started at time t40, the target left drive wheel speed ωRL* is set to a positive value after time t40, and the target right drive wheel speed ωRL* is set to a positive value. The speed ωRR* is set to a negative value. Therefore, as shown in FIG. 24B, the left drive wheel speed ωRL is controlled to a positive value and the right drive wheel speed ωRR is controlled to a negative value, so that the left drive wheel 22L rotates positively. Meanwhile, the right driving wheel 22R rotates in the reverse direction. As a result, the vehicle 10 turns in the right direction D3. At this time, as shown in FIG. 24(C), the driven wheel steering angle θ of the vehicle 10 is controlled to the target steering angle θ*. During the period from time t40 to time t41 when the predetermined time KT has passed, the vehicle 10 continues to turn rightward by continuing the direction switching control.

At time t41, while the right direction switching control ends, the direction return control is started. That is, after inverting the positive/negative sign of the required operation amount Sb, the basic rotation speed is calculated based on the large steering angle turning calculation map M15 shown in FIG. The difference Δωb is set to "-Δωb11". Therefore, as shown in FIG. 24A, if the direction return control is started at time t41, the target left drive wheel speed ωRL* is set to a negative value after time t41, and the target right drive wheel speed ωRL* is set to a negative value. The speed ωRR* is set to a positive value. Therefore, as shown in FIG. 24B, the left drive wheel speed ωRL is controlled to a negative value and the right drive wheel speed ωRR is controlled to a positive value, so that the right drive wheel 22R rotates positively. Meanwhile, the left drive wheel 22L rotates in the opposite direction. As a result, the vehicle 10 turns in the left direction D4. At this time, as shown in FIG. 24(C), the driven wheel steering angle θ of the vehicle 10 is controlled to the target steering angle θ*. During the period from time t41 to time t42 when the predetermined time KT elapses, the vehicle 10 continues to turn leftward by continuing the direction return control.

In this manner, the right direction switching control and the direction return control are executed in order, so that the vehicle 10 turns left after turning right as shown in FIG. be able to.
According to the vehicle 10 of the present embodiment described above, it is possible to obtain the actions and effects shown in (1) to (6) below.

(1) The EVECU 40 controls the braking/driving torque applied from the in-wheel motor 30R to the right driving wheel 22R and the braking/driving torque applied from the in-wheel motor 30L to the left driving wheel 22L, thereby turning the vehicle 10. , forward/reverse, and braking. Further, when the vehicle speed Vb is less than the predetermined speed V2 and a large steering angle turning is requested, the EVECU 40 sets the target rotation speed which is the difference between the target left driving wheel speed ωRL* and the target right driving wheel speed ωRR*. A speed difference Δω* is set, and large steering angle turning control is executed to control the left drive wheel speed ωRL and the right drive wheel speed ωRR based on the target rotational speed difference Δω*. In this embodiment, requesting a turn at a large steering angle corresponds to requesting that the vehicle 10 be turned at a steering angle equal to or greater than a predetermined angle. This configuration eliminates the need for an electric power steering (EPS) device or a braking device such as a disc brake, thereby simplifying the structure of the vehicle 10 and improving its robustness. can be done. Further, when the vehicle speed Vb is less than the predetermined speed V2 and a large steering angle turning is requested, the rotational speeds of the right driving wheel 22R and the left driving wheel 22L are changed by the large steering angle turning control. , the vehicle 10 turns. Therefore, the turning performance of the vehicle 10 can also be ensured.

(2) The EVECU 40 detects that the rightward operation amount S3 or the leftward operation amount S4 of the traveling operation unit 60 is equal to or greater than a predetermined amount Sa, or that the large steering angle turning request switch 90 is turned on. Based on this, it is determined that a large steering angle turn is requested. According to this configuration, it can be easily determined whether or not a large steering angle turn is requested.

(3) In the large steering angle turning control, the EVECU 40 controls either the left drive wheel speed ωRL or the right drive wheel speed ωRR to a positive value based on the target rotational speed difference Δω*. Either the driving wheel speed ωRL or the right driving wheel speed ωRR is controlled to be a negative value. According to this configuration, the vehicle 10 can be easily turned.

(4) When the vehicle speed Vb is less than the predetermined speed V2 and the side-to-side running is requested, the EVECU 40 executes direction switching control for a predetermined time KT, and then executes direction return control for a predetermined time KT. do. In the direction switching control, one of the left driving wheel speed ωRL and the right driving wheel speed ωRR is controlled to have a positive value, and the other of the left driving wheel speed ωRL and the right driving wheel speed ωRR has a negative value. , the vehicle 10 is turned in the first direction, either the right direction D3 or the left direction D4. In other words, in the direction switching control, one of the left driving wheel speed ωRL and the right driving wheel speed ωRR is controlled to be faster than the other of the left driving wheel speed ωRL and the right driving wheel speed ωRR. In the direction return control, one of the left driving wheel speed ωRL and the right driving wheel speed ωRR is controlled to have a negative value, and the other of the left driving wheel speed ωRL and the right driving wheel speed ωRR has a positive value. is controlled to turn the vehicle 10 in the second direction, which is the other of the right direction D3 and the left direction D4. In other words, in the direction return control, the other of the left driving wheel speed ωRL and the right driving wheel speed ωRR is controlled to be faster than either the left driving wheel speed ωRL or the right driving wheel speed ωRR. According to this configuration, it is possible to easily realize the vehicle 10 traveling side by side.

(5) The EVECU 40 determines that the vehicle is required to travel closer to the side based on the ON operation of the closer request switch 91 . According to this configuration, it is possible to easily determine whether or not the vehicle is requested to travel closer to the side.
(6) The EVECU 40 sets the predetermined time KT based on the rightward operation amount S<b>3 and the leftward operation amount S<b>4 of the traveling operation unit 60 . According to this configuration, it is possible to set a more appropriate predetermined time KT.

<Second embodiment>
Next, a second embodiment of the vehicle 10 will be described. The following description will focus on differences from the vehicle 10 of the first embodiment.
The speed difference calculation unit 45, the addition unit 82, and the subtraction unit 84 of the present embodiment execute the processing shown in FIG. 26 instead of the processing shown in FIG. 16 as the large steering angle turning control. In the processing shown in FIG. 26, the same reference numerals are given to the same processing as the processing shown in FIG.

As shown in FIG. 26, after calculating the target left drive wheel speed ωRL* (step S66), the adder 82 determines whether the target left drive wheel speed ωRL* satisfies "ωRL*<0". It is determined (step S100), and if "ωRL*<0" is satisfied (step S100: YES), lower limit guard processing is executed to set the target left driving wheel speed ωRL* to "0" (step S101). ).

After calculating the target right driving wheel speed ωRR* (step S67), the subtracting unit 84 determines whether or not the target right driving wheel speed ωRR* satisfies “ωRR*<0” (step S102). If ωRR*<0” is satisfied (step S102: YES), lower limit guard processing is executed to set the target right driving wheel speed ωRR* to “0” (step S103).

Next, an operation example of the vehicle 10 of this embodiment will be described.
In the vehicle 10 of the present embodiment, when the large steering angle turning control is executed, the target left driving wheel speed ωRL*, the target right driving wheel speed ωRR*, the left driving wheel speed ωRL, the right driving wheel speed ωRR, and the vehicle 10 driven wheel steering angle θ changes as shown in FIGS.

As shown in FIG. 23A, if the large steering angle turning control is executed at time t30, the target left drive wheel speed ωRL* is set to a positive value after time t30, while the target right drive wheel speed ωRL* is set to a positive value. The speed ωRR* is set to "0". Therefore, as shown in FIG. 23B, the left driving wheel speed ωRL is controlled to have a positive value and the right driving wheel speed ωRR is controlled to be “0”. While the driving wheel 22L rotates forward, the right driving wheel 22R is controlled not to rotate. As a result, the vehicle 10 turns in the right direction D3.

According to the vehicle 10 of the present embodiment described above, it is possible to obtain the action and effect shown in (7) below instead of the action and effect shown in (3).
(7) In the large steering angle turning control, the EVECU 40 controls either the left drive wheel speed ωRL or the right drive wheel speed ωRR to zero based on the target rotational speed difference Δω*, Either the wheel speed ωRL or the right driving wheel speed ωRR is controlled to be a positive value or a negative value. According to this configuration, the vehicle 10 can be easily turned.

<Third Embodiment>
Next, the vehicle 10 of 3rd Embodiment is demonstrated. The following description will focus on differences from the vehicle 10 of the first embodiment.
The speed difference calculation unit 45 of the present embodiment executes the process shown in FIG. 28 instead of the process shown in FIG. 19 as the widthwise traveling control. In addition, in FIG. 28, the same processing as the processing shown in FIG. 19 is denoted by the same reference numeral, thereby omitting redundant description.

As shown in FIG. 28, when the speed difference calculation unit 45 determines in the process of step S81 that the requested operation amount Sb is a negative value (step S81: YES), the threshold value calculation map shown in FIG. By using M18, a threshold value KKT is calculated from the requested operation amount Sb (step S110). The threshold calculation map M18 maps the relationship between the required operation amount Sb and the threshold KKT. The threshold calculation map M18 is stored in the memory of the EVECU 40. FIG. In the threshold calculation map M18, the threshold KKT is set to a larger value as the absolute value of the requested operation amount Sb increases.

As shown in FIG. 28, following the process of step S110, the speed difference calculation unit 45 starts large steering angle turning control for turning the vehicle 10 to the left based on the requested operation amount Sb (step S83). Following the process of step S83, the speed difference calculation unit 45 adds the absolute value of the driven wheel steering angle θ to the previous value of the first integral value CKL (step S111), and then the first integral value CKL becomes "CKL≧ KKT" is determined (step S112). When the first integrated value CKL satisfies “CKL<KKT”, the speed difference calculation unit 45 makes a negative determination in the process of step S112 (step S112: NO), and proceeds to the process of step S83. return. Therefore, the large steering angle turning control for turning the vehicle 10 to the left is continuously executed until the first integral value CKL reaches the threshold value KKT.

When the first integrated value CKL satisfies “CKL≧KKT” (step S112: YES), the speed difference calculation unit 45 calculates the value based on “−Sb” obtained by inverting the positive/negative sign of the required operation amount Sb. Then, the large steering angle turning control for turning the vehicle 10 to the right is started (step S86). Following the process of step S86, the speed difference calculation unit 45 adds the absolute value of the driven wheel steering angle θ to the previous value of the second integral value CKR (step S113), and then the second integral value CKR becomes "CKR≧ KKT" is determined (step S114). When the second integral value CKR satisfies “CKR<KKT”, the speed difference calculation unit 45 makes a negative determination in the process of step S114 (step S114: NO), and proceeds to the process of step S86. return. Therefore, the large steering angle turning control for turning the vehicle 10 to the right is continuously executed until the second integral value CKR reaches the threshold value KKT. When the second integrated value CKR satisfies "CKR≧KKT" (step S114: YES), the speed difference calculator 45 proceeds to the process of step S120.

On the other hand, when the speed difference calculation unit 45 makes a negative determination in the processing of step S81 (step S81: NO), it executes the processing from step S115. Note that the processes of steps S115 to S119 are similar to the processes of steps S110 to S114 described above, and thus description thereof will be omitted.

If the speed difference calculation unit 45 makes a positive determination in the process of step S114 (step S114: YES), or if it makes a positive determination in the process of step S119 (step S119: YES), The integral values CKL and CKR are set to "0" (step S120).

Note that the speed difference calculation unit 45 of the present embodiment executes processing of setting the integral values CKL and CKR to "0" in the processing of step S55 shown in FIG.
Next, an operation example of the vehicle 10 of this embodiment will be described.

In the vehicle 10 of the present embodiment, when the narrowing running control is executed, the target left drive wheel speed ωRL*, the target right drive wheel speed ωRR*, the left drive wheel speed ωRL, the right drive wheel speed ωRR, the following The driving wheel steering angle θ and the integral values CKL and CKR change as shown in FIGS. 30(A) to (D).
As shown in FIG. 30(D), when the direction switching control is started at time t40, first the first integral value CKL starts to increase. Then, when the first integrated value CKL reaches the threshold value KKT at time t41, the direction switching control ends and the direction return control starts as shown in FIGS. 30(A) to (C). Accordingly, as shown in FIG. 30(D), the second integral value CKR starts increasing from time t41. Then, when the second integrated value CKR reaches the threshold value KKT at time t42, the direction return control ends as shown in FIGS. 30(A) to (C).

According to the vehicle 10 of the present embodiment described above, it is possible to obtain the action and effect shown in (8) below instead of the action and effect shown in (4) above.
(8) The EVECU 40 calculates the first integral value CKL from the start of the direction switching control, and continues the direction switching control until the second integral value CKR reaches the threshold value KKT. Further, the EVECU 40 calculates the second integral value CKR from the start of the direction return control, and continues the direction return control until the second integral value CKR reaches the threshold value KKT. Even with such a configuration, it is possible to easily realize the vehicle 10 traveling side by side.

(Modification)
Next, a modified example of the vehicle 10 of the third embodiment will be described.
As shown in FIG. 31, the speed difference calculator 45 of the present embodiment executes the processing shown in FIG. 26 as large steering angle turning control in steps S83, S86, S90, and S93. Further, the speed difference calculation unit 45 adds the absolute value of the right driving wheel speed ωRR to the previous value of the first integral value CKL in the process of step S111. Further, the speed difference calculator 45 adds the absolute value of the left drive wheel speed ωRL to the previous value of the second integral value CKR in the process of step S113. The same applies to steps S116 and S118.

Thus, the speed difference calculator 45 of the present embodiment uses the integral values of the driving wheel speeds ωRR and ωRL instead of the integral value of the driven wheel steering angle θ. Even with such a configuration, it is possible to obtain actions and effects similar to those of the vehicle 10 of the third embodiment.
<Other embodiments>
The above embodiment can also be implemented in the following forms.

As shown in FIG. 6, the EVECU 40 of the above-described embodiment achieves turning, forward/backward movement, and braking of the vehicle 10 by torque control of the in-wheel motors 30R and 30L. Turning, forward/backward movement, and braking of the vehicle 10 may be realized by controlling the rotational speeds of the motors 30R and 30L. This rotation speed control can be realized by a control procedure similar to the control procedure shown in FIG.

- The vehicle 10 can use devices other than the in-wheel motors 30R and 30L as long as they can apply braking/driving torque to the drive wheels 22R and 22L.
- The EVECU 40 and control method thereof described in the present disclosure are provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. It may also be implemented by a dedicated computer. The EVECU 40 and control methods thereof described in the present disclosure may be implemented by a dedicated computer provided by configuring a processor that includes one or more dedicated hardware logic circuits. The EVECU 40 and its control method described in the present disclosure are configured by a combination of a processor and memory programmed to perform one or more functions and a processor including one or more hardware logic circuits. It may be implemented by one or more special purpose computers. The computer program may be stored as computer-executable instructions on a computer-readable non-transitional tangible storage medium. Dedicated hardware logic circuits and hardware logic circuits may be implemented by digital circuits containing multiple logic circuits or by analog circuits.

- The configuration of the above embodiment is applicable not only to the vehicle 10 but also to any moving body.
- The present disclosure is not limited to the above specific examples. Appropriate design changes made by those skilled in the art to the above specific examples are also included in the scope of the present disclosure as long as they have the features of the present disclosure. Each element included in each specific example described above, and its arrangement, conditions, shape, etc., are not limited to those illustrated and can be changed as appropriate. As long as there is no technical contradiction, the combination of the elements included in the specific examples described above can be changed as appropriate.

10: Vehicle (moving object)
21L: Left driven wheel 21R: Right driven wheel 22L: Left driven wheel 22R: Right driven wheel 30L: In-wheel motor (second braking/driving torque applying unit)
30R: In-wheel motor (first braking/driving torque applying unit)
40: EVECU (control unit)
90: Large steering angle turning request switch 91: Width approach request switch

Claims (17)

A mobile body having a right driving wheel (22R) and a left driving wheel (22L) to which braking/driving torque is applied, and a right driven wheel (21R) and a left driven wheel (21L) composed of caster wheels,
a first braking/driving torque applying section (30R) that applies a first braking/driving torque to the right drive wheel;
a second braking/driving torque applying section (30L) that applies a second braking/driving torque to the left driving wheel;
a control unit (40) that controls the first braking/driving torque applying unit and the second braking/driving torque applying unit;
The control unit
By controlling the first braking/driving torque and the second braking/driving torque, or by controlling the respective rotational speeds of the right driving wheel and the left driving wheel, turning, forward/backward movement, and braking,
When the traveling speed of the moving body is less than a predetermined speed and it is required to turn the moving body at a steering angle of a predetermined angle or more, target rotation of each of the right driving wheel and the left driving wheel A moving body that sets a target rotation speed difference, which is a speed difference, and performs large steering angle turning control that controls the first braking/driving torque and the second braking/driving torque based on the target rotation speed difference. The control unit requests that the moving object be turned at a steering angle equal to or greater than the predetermined angle based on the fact that the operation amount of the turning operation unit operated when turning the moving object is equal to or greater than a predetermined amount. The moving object according to claim 1, wherein the moving object is determined to be set. further comprising a large steering angle turning request switch (90) operated when turning the moving body at a steering angle equal to or greater than the predetermined angle;
3. The control unit determines that it is requested to turn the moving object at a steering angle equal to or greater than the predetermined angle based on turning on of the large steering angle turning request switch. The moving body described in . In the large steering angle turning control, the control unit controls the rotational speed of either one of the right driving wheel and the left driving wheel to be zero, and controls the right driving wheel based on the target rotational speed difference. 4. The moving body according to any one of claims 1 to 3, wherein the rotational speed of one of the wheels and the left driving wheel is controlled to be a positive value or a negative value. In the large steering angle turning control, the control unit controls the rotational speed of either one of the right driving wheel and the left driving wheel to have a positive value based on the target rotational speed difference, The moving body according to any one of claims 1 to 3, wherein the rotational speed of the other of the right driving wheel and the left driving wheel is controlled to have a negative value. When the traveling speed of the moving object is less than a predetermined speed and the moving object is required to move in the lateral direction, the control unit controls which one of the right driving wheel and the left driving wheel is operated. After executing direction switching control for turning the moving body in the first direction by controlling the rotation speed of one of the right and left drive wheels to be higher than the rotation speed of the other of the right drive wheel and the left drive wheel, By controlling the rotation speed of the other one of the right drive wheel and the left drive wheel to be faster than the rotation speed of either one of the right drive wheel and the left drive wheel, the moving body moves to the first drive wheel. The moving body according to any one of claims 1 to 5, wherein direction return control is executed to turn in a second direction opposite to the direction. The control unit
In the direction switching control, the rotational speed of either one of the right driving wheel and the left driving wheel is controlled to have a positive value, and the rotational speed of the other of the right driving wheel and the left driving wheel is controlled to be a negative value,
In the direction return control, the rotational speed of either one of the right driving wheel and the left driving wheel is controlled to be a negative value, and the rotational speed of the other of the right driving wheel and the left driving wheel 7. The moving object according to claim 6, wherein is controlled to have a positive value. The control unit
In the direction switching control, the rotational speed of either one of the right driving wheel and the left driving wheel is controlled to have a positive value, and the rotational speed of the other of the right driving wheel and the left driving wheel is controlled to be zero, and
In the direction return control, the rotational speed of either one of the right driving wheel and the left driving wheel is controlled to be zero, and the rotational speed of the other of the right driving wheel and the left driving wheel is increased to positive. The moving object according to claim 6, wherein control is performed so that the value of The moving body according to any one of claims 6 to 8, wherein the control unit executes the direction switching control for a predetermined period of time and then executes the direction return control for the predetermined period of time. The moving body according to claim 9, wherein the control section sets the predetermined time based on an operation amount of a turning operation section operated when turning the moving body. The control unit
A first integral value that is an integral value of the steering angle of at least one of the right driven wheel and the left driven wheel is calculated from the start time of the direction switching control, and the direction switching is performed until the first integral value reaches a threshold value. stay in control,
A second integral value that is an integral value of the rudder angle of at least one of the right driven wheel and the left driven wheel is calculated from the start time of the direction return control, and the direction control is performed until the second integral value reaches the threshold value. The mobile body according to any one of claims 6 to 8, wherein the return control is continued. The control unit
A first integral value, which is an integral value of the rotation speed of at least one of the right driven wheel and the left driven wheel, is calculated from the start time of the direction switching control, and the direction switching is performed until the first integral value reaches a threshold value. stay in control,
A second integral value, which is an integral value of the rotational speed of at least one of the right driven wheel and the left driven wheel, is calculated from the start time of the direction return control, and the direction control is performed until the second integral value reaches the threshold value. The mobile body according to any one of claims 6 to 8, wherein the return control is continued. The moving object according to claim 11 or 12, wherein the control unit sets the threshold value based on an operation amount of a turning operation unit operated when turning the moving object. further comprising a side-alignment request switch (91) that is operated when the moving body is caused to travel side-by-side;
14. The moving body according to any one of claims 6 to 13, wherein the control unit determines that the side-shortening traveling is requested based on the side-shortening request switch being turned on. A mobile body having a right driving wheel (22R) and a left driving wheel (22L) to which braking/driving torque is applied, and a right driven wheel (21R) and a left driven wheel (21L) composed of caster wheels,
a first braking/driving torque applying section (30R) that applies a first braking/driving torque to the right drive wheel;
a second braking/driving torque applying section (30L) that applies a second braking/driving torque to the left driving wheel;
a control unit (40) that controls the first braking/driving torque applying unit and the second braking/driving torque applying unit;
The control unit
By controlling the first braking/driving torque and the second braking/driving torque, or by controlling the respective rotational speeds of the right driving wheel and the left driving wheel, turning, forward/backward movement, and braking,
When the running speed of the moving body is less than a predetermined speed and the moving body is required to move in the lateral direction, the rotation speed of either one of the right driving wheel and the left driving wheel to be faster than the rotational speed of the other of the right drive wheel and the left drive wheel. By controlling the rotational speed of one of the left drive wheels to be faster than the rotational speed of either one of the right drive wheel and the left drive wheel, the movable body is moved in the direction opposite to the first direction. A moving body that executes direction return control to turn in a second direction. A right driving wheel (22R) and a left driving wheel (22L) to which braking/driving torque is applied, a right driven wheel (21R) and a left driven wheel (21L) composed of caster wheels, and a first braking/driving device for the right driving wheel. In a moving body having a first braking/driving torque applying section (30R) that applies torque and a second braking/driving torque applying section (30L) that applies a second braking/driving torque to the left driving wheel, the first braking A program for controlling a driving torque applying section and the second braking/driving torque applying section,
to the computer,
By controlling the first braking/driving torque and the second braking/driving torque, or by controlling the respective rotational speeds of the right driving wheel and the left driving wheel, turning, forward/backward movement, and Along with executing the process of braking,
When the traveling speed of the moving body is less than a predetermined speed and it is required to turn the moving body at a steering angle of a predetermined angle or more, target rotation of each of the right driving wheel and the left driving wheel A program for setting a target rotation speed difference, which is a speed difference, and executing large steering angle turning control for controlling the first braking/driving torque and the second braking/driving torque based on the target rotation speed difference. A right driving wheel (22R) and a left driving wheel (22L) to which braking/driving torque is applied, a right driven wheel (21R) and a left driven wheel (21L) composed of caster wheels, and a first braking/driving device for the right driving wheel. In a moving body having a first braking/driving torque applying section (30R) that applies torque and a second braking/driving torque applying section (30L) that applies a second braking/driving torque to the left driving wheel, the first braking A program for controlling a driving torque applying section and the second braking/driving torque applying section,
to the computer,
By controlling the first braking/driving torque and the second braking/driving torque, or by controlling the respective rotational speeds of the right driving wheel and the left driving wheel, turning, forward/backward movement, and Along with executing the process of braking,
When the running speed of the moving body is less than a predetermined speed and the moving body is required to move in the lateral direction, the rotation speed of either one of the right driving wheel and the left driving wheel to be faster than the rotational speed of the other of the right drive wheel and the left drive wheel. After executing direction switching control for turning the moving body in the first direction, the right drive wheel and controlling the rotation speed of the other of the left drive wheels to be faster than the rotation speed of either the right drive wheel or the left drive wheel, thereby moving the moving body in the opposite direction to the first direction. A program for executing direction return control for turning in the second direction.

Images