JP2023063953A - Vehicle control apparatus - Google Patents

Abstract

To suppress a vehicle from deteriorating in a turning performance in a case where a steering device is abnormal, without allowing a structure of the steering device to become more complex.SOLUTION: In a vehicle control apparatus, in a case where a steering device provided to a wheel that is steering wheel cum drive wheel is abnormal, forward-reverse force transmitted to the wheel via a drive shaft is reduced. As a result, forward-reverse force exerted to the wheel makes it hard to steer the wheel and, with self-aligning torque, it is possible for the wheel to follow a progress direction of the vehicle. Thus, it is possible to suppress deterioration of a turning performance of the vehicle in the case of the steering device being abnormal, without allowing a structure of the steering device to become more complex.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control device provided in a vehicle.

Patent Literature 1 describes a vehicle provided with a steering device corresponding to each of the front, rear, left, and right wheels. In each of the steering devices mounted on the vehicle, two electric motors for steering and two inverters for controlling the electric motors are provided. As a result, when one of the two electric motors is abnormal, the one electric motor can be stopped and the other electric motor can continue to operate. Also, the other electric motor can bring the abnormal wheel to the neutral position (steering angle is 0).

JP 2019-6188

SUMMARY OF THE INVENTION An object of the present invention is to suppress deterioration in turning performance of a vehicle when a steering device is abnormal without complicating the structure of the steering device.

Means, actions and effects for solving problems

In the vehicle control system according to the present invention, when a steering device provided corresponding to a wheel that is both a steered wheel and a drive wheel is abnormal, an abnormality is transmitted to the wheel via the drive shaft. The longitudinal force is reduced. As a result, it is possible to make it difficult for the wheels to be steered by the longitudinal force acting on the wheels, and the self-aligning torque makes it possible for the wheels to follow the traveling direction of the vehicle. In this way, it is possible to suppress deterioration in turning performance of the vehicle when the steering device is abnormal without complicating the structure of the steering device.

1 is a diagram conceptually showing a vehicle equipped with a vehicle control device that is an embodiment of the present invention; FIG. It is a figure which shows notionally the longitudinal force application apparatus provided in the said vehicle. It is a perspective view which shows the steering apparatus provided in the said vehicle. It is a figure which shows notionally the periphery of the said vehicle control apparatus. 4 is a flow chart showing a longitudinal force control program stored in a storage unit of the vehicle control device; (a) A diagram showing a moment generated in a wheel when the steering device is abnormal. (b) A diagram showing a state of wheels when an in-wheel motor is provided for the drive wheels. FIG. 4 is a diagram conceptually showing a vehicle different from the vehicle in which the vehicle control device is mounted. FIG. 6 is a diagram conceptually showing another vehicle different from the vehicle in which the vehicle control device is mounted.

A vehicle control device according to an embodiment of the present invention will be described below with reference to the drawings.

As shown in FIGS. 1 and 2, the vehicle control system according to this embodiment includes a left front wheel 10FL which is a left drive wheel on one side of the front wheel side and a rear wheel side, and a right drive wheel on one side. It is mounted on a four-wheel drive vehicle including a right front wheel 10FR, a left rear wheel 12RL as a left drive wheel on the other side, and a right rear wheel 12RR as a right drive wheel on the other side. In this four-wheel drive vehicle, the engine 14, which is the driving source, is provided on the rear wheel side, and the driving force of the engine 14 is transmitted to the left and right front wheels 10FL and 10FR and the left and right rear wheels 12RL and 12RR by controlling the transfer 30 and the like. and a rear-wheel drive state (two-wheel drive state) in which the driving force of the engine 14 is transmitted to the left and right rear wheels 12RL and 12RR but not transmitted to the left and right front wheels 10FL and 10FR. The left and right front wheels 10FL and 10FR are also steered wheels, and are provided with steering devices 16FL and 16FR, respectively.
Hereinafter, when the left and right front wheels, the left and right rear wheels, the steering device, etc. are collectively referred to, the symbols FL, FR, RL, RR, etc. representing the wheel positions may be omitted when there is no need to distinguish by wheel position. .

The four-wheel drive vehicle includes an engine 14, and a device that transmits longitudinal force (hereinafter sometimes referred to as longitudinal force of the engine 14), which is the driving force generated by the engine 14, to the drive wheels 10 and 12. It includes a longitudinal force applying device 18 which is . The longitudinal force imparting device 18 includes the engine 14 , a main transmission path 20 that transmits the longitudinal force of the engine 14 to the left and right rear wheels 12 , and an auxiliary transmission path 22 that transmits the longitudinal force of the engine 14 to the left and right front wheels 10 .
The main transmission path 20 includes a transmission 24 connected to the engine 14, a rear wheel longitudinal force distribution unit 26, drive shafts 28RL and 28RR connected to the left and right rear wheels 12, and the like. The auxiliary transmission path 22 includes a transmission 24, a transfer 30, a propeller shaft 32, a front wheel longitudinal force distribution unit 34, drive shafts 36FL and 36FR connected to the left and right front wheels 10, and the like.

The transmission 24 reduces the rotation speed of the engine 14 . The rear wheel longitudinal force distribution unit 26 includes a differential gear mechanism, and distributes the longitudinal force of the engine 14 input via the transmission 24 to the left rear wheel 12RL and the right rear wheel 12RR. allow a rotational speed difference between

The transfer 30 distributes the longitudinal force of the engine 14 to the front wheels 10 . The transfer 30 includes an upstream rotating member 42 connected to a differential case 40, which is the case of the differential gear mechanism of the rear wheel longitudinal force distribution unit 26, and a driven pinion provided at the end of the propeller shaft 32 on the rear wheel side. and a first clutch 50 for selectively connecting and disconnecting power transmission between the upstream rotating member 42 and the downstream rotating member 48 .

Outer peripheral teeth 42 a that can mesh with inner peripheral teeth 52 a of the movable sleeve 52 of the first clutch 50 are provided on the end of the upstream rotating member 42 opposite to the side that is rotatably connected to the differential case 40 . is formed. Outer peripheral teeth 48 a that can mesh with the inner peripheral teeth 52 a of the movable sleeve 52 are formed at the end of the downstream rotating member 48 opposite to the end where the ring gear 46 is formed.

The first clutch 50 is a meshing dog clutch, and includes outer peripheral teeth 42a formed on the upstream rotating member 42, outer peripheral teeth 48a formed on the downstream rotating member 48, inner peripheral teeth 52a of the movable sleeve 52, An actuator 60 and the like for moving the movable sleeve 52 are included. Actuator 60 is actuated by the supply of electric power, and moves movable sleeve 52 in the width direction of the vehicle (direction parallel to drive shaft 28), thereby moving both upstream rotating member 42 and downstream rotating member 48. It is switched between a meshed position where it meshes and a non-engaged position where it meshes with the upstream rotating member 42 but does not mesh with the downstream rotating member 48 .

The front wheel longitudinal force distribution unit 34 distributes the longitudinal force of the engine 14 input through the propeller shaft 32 to the left and right front wheels 10, and also allows the rotational speed difference between the drive shafts 36FL and 36FR of the left and right front wheels 10. be. The front-wheel longitudinal force distribution unit 34 includes a differential gear mechanism 62 and a mesh-type second clutch 64 that selectively connects and disconnects power transmission between the differential gear mechanism 62 and the propeller shaft 32 . The longitudinal force distributed by the transfer 30 is transmitted to the differential gear mechanism 62 via the propeller shaft 32 and the second clutch 64 .

The front-wheel longitudinal force distribution unit 34 has one end formed with a ring gear 71 that meshes with a driven pinion 70 provided at the front-wheel-side end of the propeller shaft 32 , and the other end formed with a movable sleeve 72 of the second clutch 64 . rotatable integrally with an upstream rotating member 76 provided with outer peripheral teeth 76a that can mesh with inner peripheral teeth 72a formed on the inner peripheral surface of the differential gear mechanism 62, and a differential case 75 of the differential gear mechanism 62. , includes a downstream rotating member 78 formed with inner peripheral teeth 72a of the movable sleeve 72 and outer peripheral teeth 78a that can mesh with each other. The second clutch 64 rotates the outer peripheral teeth 76 a of the upstream rotating member 76 , the outer peripheral teeth 78 a of the downstream rotating member 78 , the inner peripheral teeth 72 a of the movable sleeve 72 , and the movable sleeve 72 in the width direction of the vehicle (parallel to the drive shaft 36 ). direction). In the second clutch 64 , the movable sleeve 72 is moved by the actuator 80 to the meshing position where both the upstream rotating member 76 and the downstream rotating member 78 are meshed, and the upstream rotating member 76 is not meshed and the downstream member 76 is moved. and the non-engagement position, and the power transmission between the upstream rotating member 76 and the downstream rotating member 78 is selectively disconnected.

Thus, when the first clutch 50 and the second clutch 64 are respectively engaged, a four-wheel drive state is established in which the longitudinal force of the engine 14 is transmitted to the rear wheels 12 and the front wheels 10 . Further, when the first clutch 50 and the second clutch 64 are released, the longitudinal force of the engine 14 is transmitted to the rear wheels 12 but not transmitted to the front wheels 10, resulting in a two-wheel drive state.

Since the steering devices 16FL and 16FR provided for the left and right front wheels 10FL and 10FR, respectively, have the same structure, only the steering device 16FR will be described and the description of the steering device 16FL will be omitted. As shown in FIG. 3, the wheel 10FR is rotatably held by the knuckle 110, and the knuckle 110 is provided with a lower arm 118 via a connecting portion 112. As shown in FIG. The steering device 16FR connects the steering actuator 124 provided on the lower arm 118, the pitman arm 134 connected to the output shaft (not shown) of the steering actuator 124, and the pitman arm 134 and the knuckle arm 122 of the knuckle 110. and a tie rod 126 that

The steering actuator 124 includes a steering motor 130 that is an electric motor as a drive source, and a speed reducer that reduces the rotation of the steering motor 130 . A pitman arm 134 is rotatably coupled at one end.

The other end of pitman arm 134 is connected to one end of tie rod 126 via connecting portion 136 . The other end of tie rod 126 is connected to knuckle arm 122 via connecting portion 138 .

In the steering device 16, when the steering actuator 124 is driven in the direction indicated by the arrow X shown in FIG. As the pitman arm 134 rotates, the tie rod 126 is moved in the direction indicated by the arrow Y, whereby the knuckle arm 122 and the knuckle 110 are rotated about the kingpin axis KP, and the wheel 10 is rotated in the direction indicated by the arrow Z. is steered. The kingpin axis KP extends along a line that connects the mounting portion of the shock absorber attached to the knuckle to the vehicle body and the connection portion 112 with the lower arm 118 .

Further, the steering actuator 124 is provided with a rotation speed sensor 140 (see FIG. 4) for detecting the rotation speed of the electric motor 130, etc. A control circuit (not shown) for controlling the steering actuator 124 includes A current sensor 142 or the like is provided to detect the flowing current.

As shown in FIG. 4, the vehicle control device includes a vehicle control ECU 150 mainly composed of a computer. The vehicle control ECU 150 includes a steering operation amount sensor 152 for detecting an operation amount of a steering operation member (not shown), an object for recognizing an object existing around the own vehicle, and a relative positional relationship between the object and the own vehicle. A peripheral information acquisition device 154 that acquires information representing information, an accelerator opening sensor 156 that detects the operation amount of an accelerator operation member (not shown), a changeover switch 158, etc. are connected, and a steering actuator 124 of the steering device 16, front and rear The engine 14, transfer 30 (first clutch 50), second clutch 64, etc. of the force applying device 18 are connected. The selector switch 158 can be manually operated by the driver, and is a switch for instructing switching between the four-wheel drive state and the two-wheel drive state.

In the vehicle control ECU 150 configured as described above, the operation amount of the steering operation member detected by the steering operation amount sensor 152, the relative positional relationship between the surrounding objects and the host vehicle, etc. obtained by the surrounding information acquisition device 154, etc. Based on at least one of (1) and (2), the target steering angle is obtained, and the steering actuators 124 of the steering devices 16FL and 16FR are controlled so that the target steering angle is achieved.
Further, based on at least one of the operation state of the accelerator operation member detected by the accelerator opening sensor 156 and the relative positional relationship between the surrounding object and the own vehicle acquired by the surrounding information acquisition device 154, respectively, Engine 14 is controlled.
Further, the transfer 30 and the like are controlled based on the indicated state of the selector switch 158 to switch between the four-wheel drive state and the two-wheel drive state.

Further, it is determined whether each of the left steering device 16FL and the right steering device 16FR provided for the left front wheel 10FL and the right front wheel 10FR is abnormal. Device 16 is stopped. However, since the left and right front wheels 10 are steered wheels and drive wheels, in the four-wheel drive state, the left and right front wheels 10 receive a longitudinal force (in this embodiment, , driving force) F is transmitted. In this case, as shown in FIG. 6(a), the longitudinal force F acts on the grounding point S of the front wheel 10 (more specifically, the grounding point of the tire, which is located approximately in the center of the width of the tire). However, the intersection point P between the kingpin axis KP and the road surface is located at a distance d from the contact point S of the front wheel 10 . Therefore, a moment M is generated by the longitudinal force F around the intersection point P between the kingpin axis KP and the road surface, and the front wheels 10 may be steered.

Specifically, as shown in FIG. 6A, when a longitudinal force F is applied to the drive wheels 10 via the drive shaft 36, the reaction force Fa of the longitudinal force F acting on the ground contact point S is The portion of the body-side member corresponding to the upper portion of the knuckle 110 is received (force Fb receiving the reaction force). In other words, the longitudinal force F acting on the ground contact point S of the front wheel 10 and the force Fb receiving the reaction force on the vehicle body side member are opposed to each other with respect to the kingpin axis KP both in the width direction and the vertical direction of the vehicle. located on the side. Therefore, the longitudinal force F acting on the ground contact point S of the tire generates a moment M around the kingpin axis KP, and the front right wheel 10FR may be steered by the longitudinal force. This moment M is a self-aligning torque (when a tire is rolled with a slip angle, a cornering force causes a torque around the vertical axis to decrease the slip angle. This torque is self-aligning torque. lining torque). As a result, the steering angle of the right front wheel 10FR increases, and the turning performance of the vehicle deteriorates.

On the other hand, if an in-wheel motor is provided for the front driving wheels, as shown in FIG. However, the reaction force Fa of the longitudinal force F is received by the portion below the knuckle inside the wheel (force Fb receiving the reaction force). Therefore, the longitudinal force F and the force Fb receiving the reaction force are located on the same side of the kingpin axis KP, so that it is difficult to generate a moment around the kingpin axis KP and to steer the front wheels 10 .

In the vehicle control ECU 150, a longitudinal force control program represented by the flowchart in FIG. 5 is executed at predetermined set time intervals.
In step 1 (hereinafter simply abbreviated as S1; the same applies to other steps), it is determined whether or not each of the left and right steering devices 16FL and 16FR is abnormal. For example, when the current flowing through the steering actuator 124 is smaller than the set current due to disconnection, battery abnormality, or the like, or when the actual steering angle determined by the rotation speed of the electric motor 30 is lower than the target steering angle. If it is small, etc., it can be considered abnormal. Whether or not there is an abnormality in the steering device 16 is detected based on the detected values of the rotational speed sensor 140 and the current sensor 142, and the like.

If one of the steering devices 16FL and 16FR (for example, the right steering device 16FR) is abnormal and the determination in S1 is YES, the right steering device 16FR is stopped in S2. Then, in S3 and S4, the transfer 30 and the like are controlled to switch to the rear wheel drive state. As a result, the longitudinal force applied to the front wheels 10 can be reduced, and the longitudinal force applied to the rear wheels 12 can be increased.

As described above, when the right steering device 16FR is abnormal, the right steering device 16FR is stopped, but the left steering device 16FL is normal and is in an operating state. The left front wheel 10FL is steered by the steering device 16FL, and the vehicle is ready to turn in the steering direction.
Further, since the right steering device 16FR is abnormal, the longitudinal force transmitted to the right front wheel 10FR is reduced. Therefore, the longitudinal force transmitted to the right front wheel 10FR makes it difficult for the right front wheel 10FR to be largely steered. The self-aligning torque acting on the front right wheel 10FR enables the front right wheel 10FR to follow the traveling direction of the vehicle, thereby suppressing deterioration in turning performance of the vehicle.

As described above, in this embodiment, it is possible to satisfactorily suppress deterioration in the turning performance of the vehicle without complicating the structure of the steering device 16, such as by providing two electric motors 130. FIG.
In addition, since the longitudinal force transmitted to the left and right front wheels 10 is reduced while the longitudinal force transmitted to the left and right rear wheels 12 is increased, the reduction in the longitudinal force of the entire vehicle can be suppressed satisfactorily.

As described above, in the present embodiment, the current sensor 142, the portion that stores S1 of the vehicle control ECU 150, the portion that executes S1, and the like constitute an abnormality detection device. A control section is configured, and a steering control section is configured by a portion that stores S2, a portion that executes S2, and the like.

In addition, in the above-described embodiment, the driving source is the engine 14, but it may include an electric motor. An example in that case is shown in FIG.
Electric motors 200F and 200R as drive sources are provided on the front wheel side and the rear wheel side, respectively, in the longitudinal force applying device 198 provided in the vehicle. The electric motor 200F is connected to the left and right front wheels 10FL and 10FR via a transmission 202F, a front wheel longitudinal force distribution unit 204F, and drive shafts 206FL and 206FR. An inverter 214F is provided between the electric motor 200F and the battery 212, and the operating state of the electric motor 200F is controlled by the inverter 214F. The inverter 214F switches between a state in which the electric power of the battery 212 is supplied to the electric motor 200F and a state in which the battery 212 is charged with electric power generated by the electric motor 200F to generate regenerative braking force. . The front-wheel longitudinal force distribution unit 204F may include, for example, a differential gear mechanism similar to the differential gear mechanism included in the front-wheel longitudinal force distribution unit 34 in the above embodiment.

The same applies to the rear wheels, and the electric motor 200R is connected to the left and right rear wheels 12RL and 12RR via a transmission 202R, a rear wheel longitudinal force distribution unit 204R, and drive shafts 206RL and 206RR, respectively. Also, an inverter 214R is provided between the electric motor 200R and the battery 212 . Electric motor 200R generates regenerative braking force by supplying electric power from battery 212 to electric motor 200R by inverter 214R and by charging battery 212 with electric power generated in electric motor 200R. state. In this embodiment, a battery 212 is commonly provided for the electric motor 200F on the front wheel side and the electric motor 200R on the rear wheel side.

Further, in this vehicle, friction brakes 220FL, 220FR, 220RL and 220RR are provided corresponding to the left and right front wheels 10 and the left and right rear wheels 12, respectively. The friction brake 220 causes the friction engagement member to be frictionally engaged with the brake rotating body that is rotatable integrally with each of the left and right front wheels 10 and the left and right rear wheels 12, so that each of the left and right front wheels 10 and the left and right rear wheels 12 is engaged. Rotation is suppressed. The friction brake 220 may be hydraulically actuated, may be actuated by an electric motor, or the like.

Further, in this vehicle, steering devices 16FL, 16FR, 16RL, and 16RR having the same structure as the steering device 16 in the above embodiment are provided corresponding to the left and right front wheels 10 and the left and right rear wheels 12, respectively. . In this vehicle, four wheels 10, 12 on the front, rear, left, and right are steered wheels.

In the vehicle configured as described above, longitudinal force applying device 198 applies driving force or braking force (regenerative braking force) to wheels 10 and 12, respectively. Further, for example, when the steering device 16FR provided for the right front wheel 10FR is abnormal, the steering device 16FR is stopped and the longitudinal force output by the electric motor 200F is reduced by the inverter 214F. As a result, the longitudinal force applied to the left and right front wheels 10 is reduced, making it difficult for the right front wheel 10FR to be steered by the longitudinal force, thereby reducing the turning performance of the vehicle. Further, on the rear wheel side, the longitudinal force output by the electric motor 200R is increased by the inverter 214R. As a result, the front-rear force applied to the left and right rear wheels 12 can be increased, and a decrease in the front-rear force of the vehicle as a whole is suppressed.

Further, when it is detected that the steering device 16FR is abnormal while the regenerative braking force, which is the longitudinal force, is being applied by the longitudinal force applying device 198, the regenerative braking force applied to the front wheels 10 is reduced. On the other hand, the braking force of the friction brakes 220 of the front wheels 10 can be increased (including the case where the friction brakes 220 are newly actuated). In this case, there is little need to increase the regenerative braking force applied to the rear wheels 12 .

Furthermore, as shown in FIG. 8, the longitudinal force application device 228 may include in-wheel motors 230RL and 230RR as drive sources provided to the left and right rear wheels 12, respectively. Further, one steering device can be provided in common for the left and right rear wheels 12 . The left and right rear wheels 12 are connected via a knuckle arm, tie rods 240L and 240R, and a steering shaft 242. By moving the steering shaft 242 in the width direction, the left and right rear wheels 12 are steered. A steering device 250 is provided to allow the steering.

In the vehicle configured as described above, when the steering device 16FR of the right front wheel 10FR is abnormal, the longitudinal force (driving force or regenerative braking force in this embodiment) applied to the left and right front wheels 10 is reduced. Let me. As a result, deterioration in turning performance of the vehicle can be suppressed.
Further, as the longitudinal force applied to the front wheels 10 decreases, the in-wheel motors 230 provided to the left and right rear wheels 12 are controlled to increase the longitudinal force applied to the rear wheels 12 . As a result, it is possible to suppress a decrease in longitudinal force of the vehicle as a whole.

On the other hand, when the steering device 250 is abnormal, it is less necessary to reduce the longitudinal force applied to the left and right rear wheels 12 by the in-wheel motor 230 . This is because the rear wheels 12 are less likely to be steered by the longitudinal force applied to the in-wheel motors 230, as described above.

The vehicle may be an internal combustion engine vehicle including an engine as a drive source, a hybrid vehicle, or an electric vehicle including an electric motor as a drive source.
Also, the vehicle can be a vehicle having a structure in which the vehicles shown in FIGS. For example, the steered wheels may be two wheels, the left and right front wheels or the left and right rear wheels, or four wheels, the front, rear, left, and right wheels. A steering device 250 can be provided on at least one side of the rear wheels, or a steering device 16 can be provided on each of the front, rear, left, and right wheels 10 and 12, respectively.
Furthermore, on at least one of the front wheel side and the rear wheel side, the left wheel and the right wheel can be connected by a drive shaft to provide a drive source. In-wheel motors can also be provided for each of the left wheel and the right wheel on either the front wheel side or the rear wheel side.

In addition, the present invention can be implemented in various aspects with various modifications and improvements based on the knowledge of those skilled in the art.

10: Front wheel 12: Rear wheel 14: Engine 16: Steering device 18, 198: Longitudinal force application device 28, 36: Drive shaft 30: Transfer 50: First clutch 64: Second clutch 124: Steering actuator 126: Tie rod 150: Vehicle control ECU 200: Drive source 214: Inverter 212: Battery 206: Drive shaft 230: In-wheel motor 250: Steering device

Patentable Inventions

The following paragraphs describe a claimable invention.
(1) Both the left wheel and the right wheel belonging to either the front wheel side or the rear wheel side of the vehicle are driving wheels and steering wheels,
a steering device provided on each of the left steered wheel and the right steered wheel, for steering the steered wheels;
a longitudinal force imparting device that applies a longitudinal force, which is a driving force or a braking force, to each of the left driving wheel, which is the left driving wheel, and the right driving wheel, which is the right driving wheel, via drive shafts; provided in vehicles including
Detecting the presence or absence of an abnormality in each of a left steering device, which is the steering device provided on the left steered wheel, and a right steering device, which is the steering device provided on the right steered wheel. an abnormality detection device for
When the abnormality detection device detects that at least one of the left steering device and the right steering device is abnormal, the longitudinal force applying device is controlled to control the left driving wheel and the and a longitudinal force control section for reducing the longitudinal force applied to at least one of the right drive wheel.

The longitudinal force imparting device may include, for example, a drive source, and transmit longitudinal force generated by the drive source to the left drive wheel and the right drive force. The drive source may include an engine or an electric motor.
The longitudinal force control section reduces the longitudinal force, and can also set the longitudinal force to zero.

(2) both the left wheel and the right wheel belonging to the other of the front wheel side and the rear wheel side of the vehicle are drive wheels;
The longitudinal force applying device applies the longitudinal force to a left driving wheel that is the left driving wheel and a right driving wheel that is the right driving wheel belonging to the other side,
The longitudinal force control section reduces the longitudinal force applied to at least one of the left driving wheel and the right driving wheel belonging to the one side, and reduces the longitudinal force applied to the left driving wheel belonging to the other side. The vehicle control device according to item (1), which increases the longitudinal force applied to at least one of the right drive wheel and the right drive wheel.

(3) In item (2), the longitudinal force imparting device includes an in-wheel motor as a drive source provided corresponding to each of the left drive wheel and the right drive wheel belonging to the other side. Vehicle controller as described.

(4) Item (2), wherein the longitudinal force application device applies the longitudinal force to each of the left drive wheel and the right drive wheel belonging to the other side via drive shafts. Vehicle controller.

The longitudinal force imparting device may include one drive source, or may include two or more drive sources.

(5) both the left wheel and the right wheel belonging to the other side of the vehicle are steering wheels;
The vehicle control according to any one of items (1) to (4), wherein the vehicle includes one or more steering devices for steering the left steered wheel and the right steered wheel. Device.

In this embodiment, four wheels are steered wheels. In this case, the left steered wheel and the right steered wheel belonging to the other side are connected in the width direction via a tie rod and a steering shaft, and a steering device can be provided on the steering shaft.

(6) The vehicle control device includes a steering control unit that stops the abnormal steering device when the abnormality detection device detects that the at least one steering device is abnormal ( A vehicle control device according to any one of items 1) to (5).

Claims (2)

Both the left wheel and the right wheel belonging to either the front wheel side or the rear wheel side of the vehicle are driving wheels and steering wheels,
a steering device provided on each of the left steered wheel and the right steered wheel, for steering the steered wheels;
a longitudinal force imparting device that applies a longitudinal force, which is a driving force or a braking force, to each of the left driving wheel, which is the left driving wheel, and the right driving wheel, which is the right driving wheel, via drive shafts; provided in vehicles including
The presence or absence of an abnormality is detected in each of a left steering device, which is the steering device provided on the left steering wheel, and a right steering device, which is the steering device provided on the right steering wheel. an abnormality detection device;
When the abnormality detection device detects that at least one of the left steering device and the right steering device is abnormal, the longitudinal force applying device is controlled to control the left driving wheel and the and a longitudinal force control section for reducing the longitudinal force applied to at least one of the right drive wheel. Both the left wheel and the right wheel belonging to the other side of the front wheel side and the rear wheel side of the vehicle are driving wheels,
The longitudinal force applying device applies the longitudinal force to a left driving wheel, which is the left driving wheel, and a right driving wheel, which is the right driving wheel, which belong to the other side,
The longitudinal force control section reduces the longitudinal force applied to at least one of the left driving wheel and the right driving wheel belonging to the one side, and reduces the longitudinal force applied to the left driving wheel belonging to the other side. 2. The vehicle control system according to claim 1, wherein the longitudinal force applied to the right drive wheel and the right drive wheel is increased.

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