JP5942616B2 - Vehicle travel control device and vehicle equipped with the device - Google Patents

Description

  The present invention relates to a vehicle travel control device having a load calculation unit and a vehicle including this device.

  When it is determined that the occupant is on the rear seat based on the measurement value of the occupant detection sensor, the vehicle travel control device of Patent Literature 1 gives different driving torque correction values to the front wheels and the rear wheels, respectively.

JP 2007-106171 A

  The vehicle travel control device of Patent Literature 1 detects the occupant's boarding state using an occupant detection sensor. By the way, individual wheel loads, which are loads of a vehicle-mounted object such as an occupant acting on each of the plurality of wheels, are different from each other depending on the riding state. However, the vehicle travel control device of Patent Document 1 does not calculate the individual wheel load. For this reason, realization of a vehicle travel control device capable of calculating the individual wheel load is desired.

  The present invention has been created based on the above background, and an object thereof is to provide a vehicle travel control device capable of calculating the individual wheel load of each wheel, and a vehicle including this device. .

  (1) The first means is the invention according to claim 1, that is, a load measuring unit that measures a load of a vehicle load acting on the vehicle, and a distance between the load measuring unit and each of the plurality of wheels. A vehicle travel control device comprising: a load calculation unit that calculates an individual wheel load that is a load of the vehicle load acting on each of the plurality of wheels based on an individual wheel distance and a measurement value of the load measurement unit It is a summary.

  The distribution ratio of the load on the vehicle load to each wheel correlates with the positional relationship between the position of the vehicle load and each wheel that receives the load, that is, the individual wheel distance. Based on this correlation, the vehicle travel control device can calculate the individual wheel load from the individual wheel distance and the measured value of the load measuring unit.

  (2) The second means is the invention according to claim 2, that is, the vehicle travel control device has a wheel control unit for controlling the wheel, and the wheel control unit is based on the individual wheel load. The gist of the present invention is the vehicle travel control device according to claim 1 that controls the plurality of wheels.

  The vehicle control apparatus controls a plurality of wheels based on individual wheel loads. For this reason, the influence on the rotation state of the wheel by the deviation of the individual wheel load applied to each wheel due to the occupant's boarding position or the occupant's weight in the vehicle can be reduced.

  (3) The third means is the invention according to claim 3, that is, the wheel control unit sets a rotational speed control value for controlling the rotational speed of each of the plurality of wheels for each of the plurality of wheels. When there are two wheels with different individual wheel loads calculated, the rotational speed control value of a wheel with a large individual wheel load is made larger than the rotational speed control value of a wheel with a small individual wheel load. The gist of the present invention is the vehicle travel control device according to claim 2.

  The vehicle control device makes the rotational speed control value of a wheel having a large individual wheel load larger than the rotational speed control value of a wheel having a small individual wheel load. For this reason, the deviation between the target rotation speed and the actual rotation speed in a wheel with a large load is reduced. Thereby, the influence on the running state of the vehicle by the deviation of the individual wheel load can be reduced.

  (4) The fourth means is the invention according to claim 4, that is, the wheel control unit calculates a torque control value for controlling the torque of each of the plurality of wheels for each of the plurality of wheels. 3. When there are two wheels having different individual wheel loads, the torque control value of a wheel having a large individual wheel load is made larger than the torque control value of a wheel having a small individual wheel load. The gist of the present invention is a vehicle travel control device.

  The vehicle control device makes the torque control value of a wheel having a large individual wheel load larger than the torque control value of a wheel having a small individual wheel load. For this reason, the deviation between the target torque and the actual torque in the wheel having a large load is reduced. Thereby, the influence on the running state of the vehicle by the deviation of the individual wheel load can be reduced.

  (5) The fifth means is the invention according to claim 5, that is, the vehicle travel control device has a plurality of load measuring units equal in number to the number of wheels, and the plurality of load measuring units include: Each of the plurality of wheels is disposed between the center of gravity of the vehicle and one of the plurality of wheels, and the load calculation unit includes a distance between each of the plurality of load measurement units and the center of gravity of the vehicle, and the plurality of load measurements. The vehicle according to any one of claims 1 to 4, wherein the individual wheel load is calculated based on a distance between each of the units and each of the plurality of wheels and a measurement value of the plurality of load measurement units. The gist is that it is a travel control device.

  The load of a vehicle-mounted object mounted between one wheel and the vehicle center of gravity is the position of the vehicle-mounted object in a line segment connecting one wheel and the vehicle center of gravity, that is, the distance between one wheel and the vehicle-mounted object, and the vehicle It can be considered that the load of the vehicle-mounted object is distributed to one wheel and the vehicle center-of-gravity according to the ratio of the mounted object and the distance between the vehicle center of gravity. Further, at this time, the load of the vehicle-mounted object distributed to the vehicle center of gravity is distributed to each wheel according to the ratio of the distance between the vehicle center of gravity and each wheel. Based on this relationship, the vehicle travel control device can calculate the individual wheel load from the individual wheel distance and the measured value of the load measuring unit.

  (6) The sixth means is the invention according to claim 6, that is, the vehicle travel control device has a right front wheel, a left front wheel, a right rear wheel, and a left rear wheel as the wheels, and the load measurement As a part, a first load measuring unit disposed between the right front wheel and the vehicle center of gravity, a second load measuring unit disposed between the left front wheel and the vehicle center of gravity, the right rear wheel and the vehicle A third load measuring unit disposed between the center of gravity and a fourth load measuring unit disposed between the left rear wheel and the vehicle center of gravity, wherein the load calculating unit includes the first load measuring unit; A distance between the second load measuring unit and the vehicle center of gravity, a distance between the third load measuring unit and the vehicle center of gravity, a fourth load measuring unit and the vehicle center of gravity. , The distance between the first load measuring unit and the right front wheel, and the second load A distance between a fixed portion and the left front wheel, a distance between the third load measuring portion and the right rear wheel, a distance between the fourth load measuring portion and the left rear wheel, and the first load measuring portion. Based on the measured value, the measured value of the second load measuring unit, the measured value of the third load measuring unit, and the measured value of the fourth load measuring unit, the individual wheel load of the right front wheel, and the left front The gist of the present invention is the vehicle travel control device according to claim 5, which calculates an individual wheel load of a wheel, an individual wheel load of the right rear wheel, and an individual wheel load of the left rear wheel.

  (7) The seventh means is the vehicle according to the seventh aspect, that is, a vehicle having a plurality of wheels and a plurality of drive sources, wherein the plurality of drive sources are each of the plurality of wheels. One is driven, and the gist is that the vehicle is a vehicle having the vehicle travel control device according to any one of claims 1 to 6.

  The vehicle has a drive source that drives a plurality of wheels. Thereby, since the drive state of each drive source can be controlled according to the load applied to each wheel, the rotation state of each wheel is compared with the configuration in which the drive force of one drive source is distributed to a plurality of wheels. Can be easily controlled.

  The present invention provides a vehicle travel control device capable of calculating an individual wheel load of each wheel, and a vehicle including this device.

It is a block diagram about the vehicles of a 1st embodiment of the present invention, and is a block diagram showing the electric composition of the device. It is a schematic diagram regarding the vehicle of 1st Embodiment, and is a schematic diagram which shows the positional relationship of a vehicle gravity center, a wheel, and a load measurement part. It is a schematic diagram regarding the vehicle of 1st Embodiment, and is a schematic diagram which shows the distance relationship of a vehicle gravity center, a wheel, and a load measurement part. It is a flowchart regarding the vehicle of 1st Embodiment, and is a flowchart which shows the procedure of the "wheel load calculation process" which an electronic controller performs. It is a flowchart regarding the control apparatus of the vehicle of 1st Embodiment, and is a flowchart which shows the procedure of the "rotation control value calculation process" which an electronic control apparatus performs. It is a schematic diagram regarding the vehicle of 2nd Embodiment of this invention, and is a schematic diagram which shows the distance relationship of each wheel and a 1st load measurement part.

(First embodiment)
The configuration of the vehicle 1 will be described with reference to FIG.
The direction of the vehicle 1 when the vehicle 1 is stopped on a horizontal ground is defined as follows. That is, the horizontal direction including the front and rear of the vehicle 1 is defined as the vertical direction Y. A direction including the left side and the right side of the vehicle 1 and orthogonal to the vertical direction Y is defined as a horizontal direction X.

The vehicle 1 includes a vehicle body 10 and a control device 60.
The vehicle body 10 includes a vehicle body 11, a steering device 20, wheels 30, a seat 40 (see FIG. 2), and a drive source 50.

The steering device 20 has a steering handle 21.
The wheel 30 includes a right front wheel 31, a left front wheel 32, a right rear wheel 33, and a left rear wheel 34.

The right front wheel 31 includes a grounding portion 31A that is a portion that contacts the ground when the vehicle 1 is stopped, and a grounding center 31B that is the center of gravity of the grounding portion 31A.
The left front wheel 32 has a grounding portion 32A that is a portion that comes into contact with the ground when the vehicle 1 is stopped, and a grounding center 32B that is the center of the grounding portion 32A.

The right rear wheel 33 has a grounding portion 33A that is a portion that contacts the ground when the vehicle 1 is stopped, and a grounding center 33B that is the center of the grounding portion 33A.
The left rear wheel 34 includes a grounding portion 34A that is a portion that contacts the ground when the vehicle 1 is stopped, and a grounding center 34B that is the center of the grounding portion 34A.

The right front wheel 31 and the left front wheel 32 are arranged side by side in the lateral direction X of the vehicle body 11.
The right rear wheel 33 and the left rear wheel 34 are arranged in the lateral direction X of the vehicle main body 11 and are arranged behind the right front wheel 31 and the left front wheel 32 in the vertical direction Y of the vehicle main body 11.

The drive source 50 includes a first drive source 51, a second drive source 52, a third drive source 53, and a fourth drive source 54.
The first drive source 51 is an in-wheel motor that is attached to the wheel of the right front wheel 31 and drives the right front wheel 31. The first drive source 51 has a first drive circuit 51A that controls the rotational speed of the motor.

  The second drive source 52 is an in-wheel motor that is attached to the wheel of the left front wheel 32 and drives the left front wheel 32. The second drive source 52 includes a second drive circuit 52A that controls the rotational speed of the motor.

  The third drive source 53 is an in-wheel motor that is attached to the wheel of the right rear wheel 33 and drives the right rear wheel 33. The third drive source 53 includes a third drive circuit 53A that controls the rotational speed of the motor.

  The fourth drive source 54 is an in-wheel motor that is attached to the wheel of the left rear wheel 34 and drives the left rear wheel 34. The fourth drive source 54 includes a fourth drive circuit 54A that controls the rotational speed of the motor.

  The control device 60 includes an electronic control device 61, a steering angle detection sensor 62, an acceleration sensor 63, and a load measurement unit 70. The control device 60 corresponds to a “vehicle travel control device”. The electronic control device 61 corresponds to a “load calculation unit” and a “wheel control unit”.

  The steering angle detection sensor 62 outputs a value corresponding to the amount of rotation of the steering handle 21 to the electronic control device 61. The acceleration sensor 63 outputs a value corresponding to the acceleration of the vehicle 1 (hereinafter referred to as “acceleration K”).

  The load measurement unit 70 includes a first load measurement unit 71, a second load measurement unit 72, a third load measurement unit 73, and a fourth load measurement unit 74. The load measuring unit 70 detects the load of an occupant as a vehicle-mounted object.

  The electronic control unit 61 executes various processes such as a rotation control process, a wheel load calculation process, and a rotation control value calculation process for calculating the rotation control values of the wheels 31 to 34 according to the rotation amount of the steering handle 21.

As shown in FIG. 2, the seat 40 includes a driver seat 41, a passenger seat 42, a right rear seat 43, and a left rear seat 44.
The driver seat 41 is independent of the other seats 42 to 44.

The passenger seat 42 is independent of the other seats 42 to 44.
The right rear seat 43 and the left rear seat 44 are connected. The right rear seat 43 and the left rear seat 44 are arranged side by side in the lateral direction X of the vehicle body 11.

  Each load measurement part 71-74 is a sheet-like pressure sensor attached to the part corresponding to a seat surface inside each seat 41-44. Each of the load measuring units 71 to 74 outputs a measured value (hereinafter referred to as “load F”) corresponding to the vertical load of the occupant riding on the attached seats 41 to 44 to the electronic control unit 61.

  The first load measuring unit 71 is attached to the driver seat 41. The second load measuring unit 72 is attached to the passenger seat 42. The third load measuring unit 73 is attached to the right rear seat 43. The fourth load measuring unit 74 is attached to the left rear seat 44.

Each load measurement part 71-74 is arrange | positioned in the following positions in planar view which looked at the vehicle 1 from upper direction.
The first load measuring unit 71 is disposed between the vehicle center of gravity (hereinafter referred to as “vehicle center of gravity G”) and the ground contact center 31B in a state where no passengers or luggage are on board. The second load measuring unit 72 is disposed between the vehicle center of gravity G and the ground contact center 32B. The third load measuring unit 73 is disposed between the vehicle center of gravity G and the ground contact center 33B. The fourth load measuring unit 74 is disposed between the vehicle gravity center G and the ground contact center 34B.

  The position of the driver seat 41 is displaced forward or backward by the operation of the occupant. Note that the seat 41 and the load measuring unit 71 are located between the vehicle center of gravity G and the right front wheel 31 even when the seat 41 is at the forefront in the longitudinal direction Y and at the backmost.

  The position of the passenger seat 42 is displaced forward or backward by the operation of the passenger. Note that the seat 42 and the load measuring unit 72 are located between the vehicle center of gravity G and the left front wheel 32 even when the seat 42 is at the forefront and the rearmost in the vertical direction Y.

As shown in FIG. 3, each distance of the vehicle 1 in a state where the wheels 31 to 34 are parallel to the vertical direction Y in a plan view of the vehicle 1 as viewed from above is defined as follows.
(ZA) The center position of the first load measuring unit 71 when the seat 41 is at the center position that is the center position of the frontmost position and the rearmost position in the longitudinal direction Y (hereinafter referred to as “first load position C1”). ) To the center of gravity G of the vehicle is a distance A1.
(ZB) The center position of the second load measuring unit 72 when the seat 42 is at the center position that is the center position of the frontmost position and the rearmost position in the longitudinal direction Y (hereinafter referred to as “second load position C2”). ) To the center of gravity G of the vehicle is a distance A2.
(ZC) A distance from the center position of the third load measuring unit 73 (hereinafter, “third load position C3”) to the vehicle gravity center G is defined as a distance A3.
(ZD) A distance from the center position of the fourth load measuring unit 74 (hereinafter, “fourth load position C4”) to the vehicle center of gravity G is defined as a distance A4.
(ZE) A distance from the first load position C1 to the ground contact center 31B is defined as an individual wheel distance B1.
(ZF) A distance from the second load position C2 to the ground contact center 32B is defined as an individual wheel distance B2.
(ZG) A distance from the third load position C3 to the ground contact center 33B is defined as an individual wheel distance B3.
(ZH) A distance from the fourth load position C4 to the ground contact center 34B is defined as an individual wheel distance B4.
(ZI) A distance from the vehicle center of gravity G to a straight line connecting the ground contact center 31B and the ground contact center 32B (hereinafter, “front wheel ground contact row XF”) is defined as a distance IF.
(ZJ) A distance from a vehicle center of gravity G to a straight line connecting the ground contact center 33B and the ground contact center 34B (hereinafter, “rear wheel ground contact row XR”) is defined as a distance IR.
(ZK) A distance I from the front wheel grounding row XF to the rear wheel grounding row XR is defined as a distance I.
(ZL) A distance from a vehicle center of gravity G to a straight line connecting the ground contact center 31B and the ground contact center 33B (hereinafter, “right wheel ground contact row YR”) is defined as a distance DR.
(ZM) A distance from the vehicle center of gravity G to a straight line connecting the ground center 32B and the ground center 34B (hereinafter, “left wheel ground row YL”) is a distance DL.
(ZN) A distance D from the right wheel grounding row YR to the left wheel grounding row YL is a distance D.

  The vehicle center of gravity G is closer to the rear wheel grounding row XR than to the front wheel grounding row XF. For this reason, the distance IF is larger than the distance IR. Further, the vehicle center of gravity G is located at the center of the right wheel grounding row YR and the left wheel grounding row YL. For this reason, the distance DR and the distance DL are equal to each other.

  The load of the vehicle-mounted object that is mounted between one wheel 30 and the actual vehicle center of gravity when the vehicle-mounted object is mounted (hereinafter, “actual vehicle center of gravity”) is one wheel 30 and the actual vehicle. According to the ratio of the position of the vehicle-mounted object in the line connecting the center of gravity, that is, the distance between one wheel 30 and the vehicle-mounted object, and the distance between the vehicle-mounted object and the actual vehicle center of gravity, the load of this vehicle-mounted object is 1 It can be thought of as distributing to one wheel 30 and the actual vehicle center of gravity. Further, at this time, the load of the vehicle-mounted object distributed to the actual vehicle center of gravity is distributed to the wheels 31 to 34 according to the ratio of the distance between the actual vehicle center of gravity and each of the wheels 31 to 34.

  The weight of the occupant is smaller than the weight of the vehicle 1. For this reason, the actual change in the center of gravity of the vehicle due to the rider is small. Further, the load measuring units 71 to 74 are arranged between the wheels 31 to 34 and the vehicle center of gravity G. For this reason, using the vehicle center of gravity G and the load positions C1 to C4 in the line segment connecting the wheels 31 to 34 and the vehicle center of gravity G, the passenger's distributed load (hereinafter referred to as “individual wheels”) applied to the wheels 31 to 34 is used. The load Ftr ") can be calculated.

  The electronic control unit 61 uses the load F of each load measuring unit 74, the distances of the load measuring units 71 to 74 and the wheels 31 to 34, and the distances of the load measuring units 71 to 74 and the vehicle center of gravity G. Then, the “wheel load calculation process” for calculating the load applied to each of the wheels 31 to 34 is executed.

  Of the loads FA to FD measured by the load measuring units 71 to 74, when the approximate value of the load applied to the vehicle center of gravity G is defined as the virtual center of gravity load S, the individual wheel load Ftr is the following using the virtual center of gravity load S. It is computable by Formula (1)-(4).

“Ftr1” indicates the individual wheel load Ftr applied to the right front wheel 31.
“Ftr2” indicates the individual wheel load Ftr applied to the left front wheel 32.
“Ftr3” indicates the individual wheel load Ftr applied to the right rear wheel 33.
“Ftr4” indicates the individual wheel load Ftr applied to the left rear wheel 34.
“FA” indicates the load F of the first load measuring unit 71.
“FB” indicates the load F of the second load measuring unit 72.
“FC” indicates the load F of the third load measuring unit 73.
“FD” indicates the load F of the fourth load measuring unit 74.

  Further, the virtual center-of-gravity load S can be calculated by the following equation (5).

With reference to FIG. 4, the procedure of the “wheel load calculation process” executed by the electronic control unit 61 will be described. This process is repeatedly performed by the electronic control device 61 at predetermined intervals.

  In step S11, the electronic control unit 61 determines whether or not the acceleration K is equal to or less than a predetermined value KX. That is, the electronic control unit 61 executes the next step S12 only when the difference between the actual load caused by the acceleration K of the vehicle 1 and the loads FA to FD is small.

  When determining that the vehicle is stopped, the electronic control device 61 calculates the individual wheel loads Ftr1 to Ftr4 of the wheels 31 to 34 using the above formulas (1) to (5) in step S12. On the other hand, when the electronic control unit 61 denies that the vehicle is stopped in step S11, the electronic control unit 61 ends the present process and performs the determination in step S11 again after a predetermined period.

  With reference to FIG. 5, the procedure of the “rotation control value calculation process” executed by the electronic control unit 61 will be described. This process is repeatedly performed by the electronic control device 61 at predetermined intervals.

  In step S21, the electronic control unit 61 determines whether the vehicle is traveling straight ahead. Specifically, when the rotational speed of each of the drive sources 51 to 54 is greater than “0” and the detection value of the steering angle detection sensor 62 is “0”, the electronic control unit 61 indicates that the vehicle is traveling straight ahead. judge.

  When it is determined that the vehicle is traveling straight ahead, the electronic control unit 61 uses the following formulas (6) to (9) in step S22 and step S23 to control the rotation control values (hereinafter referred to as “rotation”) of the drive sources 51 to 54. The speed control value NA ") is corrected and a signal corresponding to the final rotation control value (hereinafter," final rotation speed control value NX ") is output to each of the drive circuits 51A to 54A. On the other hand, when the electronic control unit 61 denies that the vehicle is traveling straight ahead in step S21, the electronic control unit 61 ends the present process and performs the determination in step S21 again after a predetermined period.

NX1 = NA1 × (K × Ftr1 / Ftrmin) (6)
NX2 = NA2 × (K × Ftr2 / Ftrmin) (7)
NX3 = NA3 × (K × Ftr3 / Ftrmin) (8)
NX4 = NA4 × (K × Ftr4 / Ftrmin) (9)
“NX1” indicates the final rotational speed control value NX of the first drive source 51.
“NX2” indicates the final rotational speed control value NX of the second drive source 52.
“NX3” indicates the final rotational speed control value NX of the third drive source 53.
“NX4” indicates the final rotational speed control value NX of the fourth drive source 54.
“NA1” indicates the rotational speed control value NA of the first drive source 51.
“NA2” indicates the rotational speed control value NA of the second drive source 52.
“NA3” indicates the rotational speed control value NA of the third drive source 53.
“NA4” indicates the rotational speed control value NA of the fourth drive source 54.
“K” indicates an adjustment gain.
“Ftrmin” indicates the minimum individual wheel load Ftr among the individual wheel loads Ftr1 to Ftr4.

The vehicle 1 of this embodiment has the following effects.
(1) The distribution ratio of the load on the vehicle load to each wheel correlates with the positional relationship between the position of the vehicle load and each wheel 31 to 34 that receives the load, that is, the individual wheel distances B1 to B4. Based on this correlation, the electronic control unit 61 calculates individual wheel loads Ftr1 to Ftr4 acting on each of the plurality of wheels 31 to 34 based on the individual wheel distances B1 to B4 and the loads FA to FD. Can do.

  (2) The electronic control unit 61 controls the plurality of wheels 31 to 34 based on the individual wheel loads Ftr1 to Ftr4. For this reason, the influence on the rotation state of the wheels 31-34 by the bias | inclination of the individual wheel load Ftr1-Ftr4 concerning each wheel 31-34 by the passenger | crew's boarding position or passenger | crew weight in the vehicle 1 can be reduced.

  (3) The electronic control unit 61 calculates a rotational speed control value NA for controlling the rotational speed of each of the plurality of wheels 31 to 34 for each of the plurality of wheels 31 to 34. When there are two wheels 31 to 34 having different individual wheel loads Ftr, the final rotational speed control value NX of the wheels 31 to 34 having a large individual wheel load Ftr is set to the values of the wheels 31 to 34 having a small individual wheel load Ftr. It is made larger than the final rotational speed control value NX. For this reason, the shift | offset | difference of the target rotational speed and the actual rotational speed in the wheels 31-34 with large individual wheel load Ftr becomes small. Thereby, the influence on the driving | running | working state of the vehicle 1 by the bias | inclination of the individual wheel load Ftr can be reduced.

  Further, the final rotational speed control value NX of the wheels 31 to 34 having the small individual wheel loads Ftr1 to Ftr4 applied to the wheels 31 to 34 is set to be larger than the final rotational speed control value NX of the wheels 31 to 34 having the large individual wheel loads Ftr1 to Ftr4. Compared to a case where the vehicle speed is reduced, it is possible to reduce the driver's uncomfortable feeling that the vehicle speed does not easily increase even though the accelerator pedal is depressed.

  (4) The electronic control device 61 has the same number of load measuring units 70 as the number of wheels 30. The plurality of load measuring units 70 are disposed between the vehicle center of gravity G and one of the wheels 31 to 34 among the plurality of wheels 31 to 34, respectively.

  The occupant loads FA to FD as vehicles mounted between one wheel 31 to 34 and the vehicle center of gravity G are positions of the occupant in a line segment connecting the one wheel 31 to 34 and the vehicle center of gravity G, that is, Depending on the ratio of the distance between one wheel and occupant and the distance between the occupant and the vehicle center of gravity G, it can be considered that the load F of the occupant is distributed to one wheel and the vehicle center of gravity G. Further, at this time, occupant loads FA to FD distributed to the vehicle center of gravity G are distributed to the wheels 31 to 34 in accordance with the ratio of the distance between the vehicle center of gravity G and the wheels 31 to 34. Based on this relationship, the electronic control device 61 can calculate the individual wheel load Ftr from the individual wheel distance B and the loads FA to FD.

  (5) The vehicle 1 includes drive sources 51 to 54 that drive the plurality of wheels 31 to 34, respectively. For this reason, the drive state of each drive source 51-54 is controllable according to the individual wheel load Ftr1-Ftr4 concerning each wheel 31-34. That is, compared with the structure which distributes the driving force of one drive source to the several wheels 31-34, the rotational speed of each wheel 31-34 can be controlled easily.

(Second Embodiment)
The electronic control device 61 of this embodiment has a different configuration in the following part compared to the electronic control device 61 of the first embodiment, and has the same configuration in the other parts. That is, the electronic control unit 61 calculates the individual wheel loads Ftr1 to Ftr4 according to the equations (21) to (28) instead of the equations (1) to (5) in the “wheel load calculation process” of FIG.

As shown in FIG. 6, the distances between the second load measuring unit 72 to the fourth load measuring unit 74 and the wheels 31 to 34 are defined as follows.
(WA) A distance from the first load position C1 to the ground contact center 31B is an individual wheel distance LA1.
(WB) A distance from the first load position C1 to the ground center 32B is defined as an individual wheel distance LA2.
(WC) A distance from the first load position C1 to the ground contact center 33B is an individual wheel distance LA3.
(WD) A distance from the first load position C1 to the ground center 34B is defined as an individual wheel distance LA4.

Similarly, the distances between the second load measuring unit 72 to the fourth load measuring unit 74 and the wheels 31 to 34 are defined as follows. Since the distance between the second load measuring unit 72 to the fourth load measuring unit 74 and the wheels 31 to 34 is defined in the same manner as the distance between the first load measuring unit 71 and the wheels 31 to 34, FIG. The referenced explanation is omitted.
(WE) A distance from the second load position C2 to the ground contact center 31B is defined as an individual wheel distance LB1.
(WF) A distance from the second load position C2 to the ground contact center 32B is defined as an individual wheel distance LB2.
(WG) A distance from the second load position C2 to the ground contact center 33B is defined as an individual wheel distance LB3.
(WH) A distance from the second load position C2 to the ground center 34B is defined as an individual wheel distance LB4.
(WI) A distance from the third load position C3 to the ground contact center 31B is defined as an individual wheel distance LC1.
(WJ) The distance from the third load position C3 to the ground contact center 32B is defined as an individual wheel distance LC2.
(WK) A distance from the third load position C3 to the ground center 33B is defined as an individual wheel distance LC3.
(WL) A distance from the third load position C3 to the ground center 34B is defined as an individual wheel distance LC4.
(WM) A distance from the fourth load position C4 to the ground contact center 31B is defined as an individual wheel distance LD1.
(WN) The distance from the fourth load position C4 to the ground contact center 32B is defined as an individual wheel distance LD2.
(WO) A distance from the fourth load position C4 to the ground contact center 33B is defined as an individual wheel distance LD3.
(WP) A distance from the fourth load position C4 to the ground contact center 34B is defined as an individual wheel distance LD4.

  The individual wheel load Ftr applied to each of the wheels 31 to 34 is the sum of the distances of the load measuring units 71 to 74 and the wheels 31 to 34 and the reciprocal of the distances to the wheels 31 to 34 of the load measuring units 71 to 74. It can be calculated by the following formulas (21) to (24) using

Ftr1 = FA1 + FB1 + FC1 + FD1 (21)
Ftr2 = FA2 + FB2 + FC2 + FD2 (22)
Ftr3 = FA3 + FB3 + FC3 + FD3 (23)
Ftr4 = FA4 + FB4 + FC4 + FD4 (24)
“FA1” indicates a component force of the load applied to the right front wheel 31 in the load FA.
“FB1” indicates the component of the load applied to the right front wheel 31 in the load FB.
“FC1” indicates the component of the load applied to the right front wheel 31 in the load FC.
“FD1” indicates the component of the load applied to the right front wheel 31 in the load FD.
“FA2” indicates the component force of the load applied to the left front wheel 32 in the load FA.
“FB2” indicates the component of the load applied to the left front wheel 32 in the load FB.
“FC2” indicates the component of the load applied to the left front wheel 32 in the load FC.
“FD2” indicates the component force of the load applied to the left front wheel 32 in the load FD.
“FA3” indicates the component force of the load applied to the right rear wheel 33 in the load FA.
“FB3” indicates a component force of the load applied to the right rear wheel 33 in the load FB.
“FC3” indicates the component of the load applied to the right rear wheel 33 in the load FC.
“FD3” indicates the component of the load applied to the right rear wheel 33 in the load FD.
“FA4” indicates the component of the load applied to the left rear wheel 34 in the load FA.
“FB4” indicates the component of the load applied to the left rear wheel 34 in the load FB.
“FC4” indicates a component of the load applied to the left rear wheel 34 in the load FC.
“FD4” indicates the component of the load applied to the left rear wheel 34 in the load FD.

  Moreover, component force FA1-FD4 is computable by following formula (25)-(28). Note that any one of “FA1”, “FA2”, “FA3”, and “FA4” is assigned to “FAX”. One of “FB1”, “FB2”, “FB3”, and “FB4” is assigned to “FBX”. One of “FC1”, “FC2”, “FC3”, and “FC4” is assigned to “FCX”. “FDX” is assigned one of “FD1”, “FD2”, “FD3”, and “FD4”. Further, “k” indicates the number of wheels 30, and “4” is used in this embodiment of four wheels.

The vehicle 1 of the present embodiment has the following effects in addition to the effects (1) to (3) and (5) of the first embodiment.

  (7) The electronic control unit 61 uses the individual wheel loads Ftr1 based on the loads FA to FD, the individual wheel distances LA1 to LA4, the individual wheel distances LB1 to LB4, the individual wheel distances LC1 to LC4, and the individual wheel distances LD1 to LD4. Ftr4 is calculated. That is, the electronic control unit 61 can calculate the individual wheel loads Ftr1 to Ftr4 only from the positions of the load measuring units 71 to 74 and the wheels 31 to 34. For this reason, the electronic control unit 61 can calculate the individual wheel loads Ftr1 to Ftr4 even in a vehicle in which the load measuring units 71 to 74 are arranged at positions other than between the vehicle center of gravity G and the wheels 31 to 34.

(Other embodiments)
The present invention includes embodiments other than the first and second embodiments. Hereinafter, modifications of the first and second embodiments as other embodiments of the present invention will be described. The following modifications can be combined with each other.

  -Vehicle 1 of a 1st embodiment has four wheels 31-34. On the other hand, in the modified vehicle 1, the rear wheels 33 and 34 are omitted, and the rear seats 43 and 44 are omitted. In this case, the driver seat 41 is disposed between the vehicle center of gravity G and the wheel 31, and the passenger seat 42 is disposed between the vehicle center of gravity G and the wheel 32.

  -Vehicle 1 of a 2nd embodiment has four seats 41-44. On the other hand, the vehicle 1 according to the modified example has 2, 3 or 5 or more seats. In this case, all the seats 40 each include a load measuring unit 70. And based on the measured value of all the load measurement parts 70, the component force of the load concerning each wheel 31-34 is calculated, and individual wheel load Ftr1 is added by summing all the component force concerning each wheel 31-34. -Ftr4 is calculated.

-Vehicle 1 of the 1st and 2nd embodiment has four wheels 31-34. On the other hand, the vehicle 1 of a modification has two wheels. Further, the rear seats 43 and 44 are omitted.
In the wheel load calculation process, the electronic control device 61 of the first and second embodiments calculates the individual wheel loads Ftr1 to Ftr4 only when the acceleration K is equal to or less than the predetermined value KX. On the other hand, the electronic control device 61 of the modified example calculates the individual wheel loads Ftr1 to Ftr4 when the acceleration K is larger than the predetermined value KX in the wheel load calculation process. Further, the electronic control device 61 of another modified example calculates the individual wheel loads Ftr1 to Ftr4 only when the vehicle 1 is stopped in the wheel load calculation process.

  The electronic control device 61 according to the first and second embodiments corrects the rotational speed control value NA only when the vehicle 1 is traveling straight ahead in the rotational control value calculation process. On the other hand, the electronic control device 61 according to the modified example corrects the rotational speed control value NA during at least one of straight traveling and turning traveling in the rotational control value calculation processing.

  In the rotation control value calculation process, the electronic control device 61 of the first and second embodiments has the final rotation speed control values NX1 to NX4 as the drive sources 51 to 54 of the wheels 31 to 34 having the large individual wheel loads Ftr1 to Ftr4. Correct to be larger. On the other hand, in the rotation control value calculation process, the electronic control device 61 according to the modified example is configured so that the final rotation speed control values NX1 to NX4 become smaller for the drive sources 51 to 54 of the wheels 31 to 34 having the smaller individual wheel loads Ftr1 to Ftr4. to correct.

  -The control apparatus 60 of 1st and 2nd embodiment has the load measurement parts 71-74 which measure the load F1-F4. On the other hand, the control device 60 of the modified example includes a load measuring unit 70 that determines only whether or not an occupant is on the seats 41 to 44. At this time, the electronic control unit 61 sets the load applied to the load measuring unit 70 determined that the occupant is in the predetermined value set in advance. Then, the electronic control unit 61 calculates by substituting a predetermined value set in advance into FA to FD of the above formulas (1) to (5). Even in this case, for example, when one occupant is on the driver's seat 41, the individual wheel load Ftr1 to the right front wheel 31 is calculated to be larger than the other individual wheel loads Ftr2 to Ftr4. The deviation between the target rotation speed and the actual rotation speed can be reduced.

  -The control apparatus 60 of 1st and 2nd embodiment has the load measurement parts 71-74 as a sheet-like sensor arrange | positioned inside the seats 41-44. On the other hand, the control device 60 of the modified example includes load measuring units 71 to 74 that measure loads applied to support parts attached to the vehicle main body 11 below the seats 41 to 44.

  -The control apparatus 60 of 1st and 2nd embodiment has the load measurement parts 71-74 as a sensor. On the other hand, the control device 60 of the modified example omits the sensor. In this case, the control device 60 has an input unit for the occupant to manually input the number and position of the occupants. In this case, the input unit corresponds to a “load measurement unit”.

  The electronic control device 61 of the first and second embodiments calculates final rotational speed control values NX1 to NX4 based on the individual wheel loads Ftr1 to Ftr4. On the other hand, the electronic control device 61 according to the modified example calculates final rotational speed control values NX1 to NX4 by adding the distribution load to the wheels 31 to 34 of the vehicle 1 itself to the individual wheel loads Ftr1 to Ftr4.

  The electronic control device 61 of the first and second embodiments calculates final rotational speed control values NX1 to NX4 based on the individual wheel loads Ftr1 to Ftr4. On the other hand, the electronic control device 61 of the modified example calculates final rotational speed control values NX1 to NX4 based on the individual wheel loads Ftr1 to Ftr4 and the air pressures of the wheels 31 to 34. Since the rolling resistance of the wheels 31 to 34 increases as the air pressure decreases, the final rotational speed control values NX1 to NX4 are increased as the wheels 31 to 34 having lower air pressure.

  The electronic control device 61 of the second embodiment includes the individual wheel distances LA1 to LA4 based on the first load position C1 when the driver seat 41 is in the center position, and the second load when the passenger seat 42 is in the center position. The individual wheel loads Ftr1 to Ftr4 are calculated based on the individual wheel distances LB1 to LB4 with the position C2 as a base point. On the other hand, the electronic control device 61 of the modified example executes the individual wheel distances LA1 to LA4 based on the center position of the first load measuring unit 71 at the position of the driver seat 41 at the time of executing the load calculation process, and the load calculation process. The individual wheel loads Ftr1 to Ftr4 are calculated based on the individual wheel distances LA1 to LA4 based on the center position of the first load measuring unit 71 at the position of the passenger seat 42 at the time. In this case, a seat position detection sensor for detecting the positions of the seat 41 and the seat 42 may be provided, and the individual wheel distances LA1 to LA4 and the individual wheel distances LB1 to LB4 may be calculated based on the output values of the sensors.

  The electronic control device 61 according to the first and second embodiments includes the individual wheel loads Ftr1 to Ftr4 based on the ground contact centers 31B to 34B and the individual wheel distances B1 to B4 or the individual wheel distances LA1 to LC4 of the load measuring units 71 to 74. Is calculated. On the other hand, the electronic control device 61 of the modified example calculates the individual wheel loads Ftr1 to Ftr4 based on the individual wheel distances from the portions other than the grounding centers 31B to 34B in the grounding portions 31A to 34A to the load measuring units 71 to 74. To do.

  -The vehicle 1 of 1st and 2nd embodiment has the drive sources 51-54 which drive each wheel 31-34, respectively. On the other hand, the vehicle 1 of a modification has only one drive source. In this case, a reduction gear capable of controlling the torque transmitted to the wheels 31 to 34 is disposed between the drive source and the wheels 31 to 34. The torque control value is increased for the wheels 31 to 34 having the smaller individual wheel loads Ftr1 to Ftr4. In this case, the drive source may be an internal combustion engine.

  -The vehicle 1 of 1st and 2nd embodiment has the drive sources 51-54 of an in-wheel motor. On the other hand, the vehicle 1 according to the modified example includes drive sources 51 to 54 attached to the outside of the wheel.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 31 ... Front right wheel, 31A ... Grounding part, 32 ... Left front wheel, 32A ... Grounding part, 33 ... Right rear wheel, 33A ... Grounding part, 34 ... Left rear wheel, 34A ... Grounding part, 41 ... Driving seat 42 ... Passenger seat, 43 ... Right rear seat, 44 ... Left rear seat, 51 ... First drive source, 52 ... Second drive source, 53 ... Third drive source, 54 ... Fourth drive source, 60 ... Control device (Vehicle travel control device), 61 ... Electronic control device (load calculation unit, wheel control unit), 71 ... First load measurement unit, 72 ... Second load measurement unit, 73 ... Third load measurement unit, 74 ... Fourth Load measurement unit.

Claims (7)

A load measuring unit for measuring a load of a vehicle-mounted object acting on the vehicle;
Based on the individual wheel distance that is the distance between the load measuring unit and each of the plurality of wheels, and the measured value of the load measuring unit, the individual load that is the load on the vehicle that acts on each of the plurality of wheels A vehicle travel control device comprising: a load calculation unit that calculates a wheel load. The vehicle travel control device has a wheel control unit that controls the wheel,
The vehicle travel control device according to claim 1, wherein the wheel control unit controls the plurality of wheels based on the individual wheel load. The wheel control unit calculates a rotation speed control value for controlling the rotation speed of each of the plurality of wheels for each of the plurality of wheels, and when there are two wheels having different individual wheel loads, The vehicle travel control device according to claim 2, wherein the rotation speed control value of a wheel having a large individual wheel load is set to be larger than the rotation speed control value of a wheel having a small individual wheel load. The wheel control unit calculates a torque control value for controlling the torque of each of the plurality of wheels for each of the plurality of wheels, and when there are two wheels having different individual wheel loads, The vehicle travel control device according to claim 2, wherein the torque control value of a wheel having a large wheel load is set to be larger than the torque control value of a wheel having a small individual wheel load. The vehicle travel control device has a plurality of load measuring units equal to the number of the wheels,
The plurality of load measuring units are respectively disposed between the center of gravity of the vehicle and one of the plurality of wheels,
The load calculation unit includes a distance between each of the plurality of load measurement units and the center of gravity of the vehicle, a distance between each of the plurality of load measurement units and each of the plurality of wheels, and a plurality of load measurement units. The vehicle travel control device according to any one of claims 1 to 4, wherein the individual wheel load is calculated based on a measurement value. The vehicle travel control device has a right front wheel, a left front wheel, a right rear wheel, and a left rear wheel as the wheels, and is disposed between the right front wheel and the vehicle center of gravity as the load measuring unit. 1 load measurement unit, a second load measurement unit disposed between the left front wheel and the vehicle center of gravity, a third load measurement unit disposed between the right rear wheel and the vehicle center of gravity, and the left rear A fourth load measuring unit disposed between the wheel and the center of gravity of the vehicle;
The load calculating unit includes a distance between the first load measuring unit and the vehicle center of gravity, a distance between the second load measuring unit and the vehicle center of gravity, and a distance between the third load measuring unit and the vehicle center of gravity. , A distance between the fourth load measuring unit and the center of gravity of the vehicle, a distance between the first load measuring unit and the right front wheel, a distance between the second load measuring unit and the left front wheel, and the third load. A distance between the measurement unit and the right rear wheel, a distance between the fourth load measurement unit and the left rear wheel, a measurement value of the first load measurement unit, and a measurement value of the second load measurement unit; Based on the measurement value of the third load measurement unit and the measurement value of the fourth load measurement unit, the individual wheel load of the right front wheel, the individual wheel load of the left front wheel, and the individual wheel of the right rear wheel The vehicle travel control device according to claim 5, wherein a load and an individual wheel load of the left rear wheel are calculated. A vehicle having a plurality of wheels and a plurality of drive sources,
The plurality of drive sources each drive one of the plurality of wheels;
The said vehicle has a vehicle travel control apparatus as described in any one of Claims 1-6.