JP7025255B2 - Vehicle control device and vehicle control method - Google Patents

Description

The present invention relates to a vehicle control device and a vehicle control method.

Conventionally, an electric vehicle provided with a lean actuator that tilts the vehicle body in the vehicle width direction is known (see, for example, Patent Document 1). In the above-mentioned vehicle, the vehicle body tilts in the vehicle width direction, so that the running stability at the time of turning can be improved, for example.

Japanese Unexamined Patent Publication No. 2014-69672

By the way, in the above-mentioned vehicle, when the start request of the vehicle control system mounted on the vehicle is received from the user at the time of starting, the operation confirmation process of the lean actuator, the traveling actuator and the like is performed. Then, when no abnormality is detected in the various actuators in the operation confirmation process, the vehicle starts running. Conversely, if an abnormality is detected in various actuators, the vehicle will not start running.

However, in the prior art, for example, when an abnormality of the lean actuator is detected in the operation confirmation process, the traveling is not started even though the traveling itself is possible, so that the convenience of the user to the vehicle is improved. There was a risk of deterioration.

The present invention has been made in view of the above, and an object of the present invention is to provide a vehicle control device and a vehicle control method capable of improving user convenience for a vehicle provided with a lean actuator.

In order to solve the above problems and achieve the object, the present invention includes an abnormality detection unit, a condition determination unit, and a travel permission unit in the vehicle control device. The abnormality detection unit detects an abnormality in the lean actuator that tilts the vehicle body in the vehicle width direction when it receives a request to start the vehicle control system mounted on the vehicle. When the abnormality detection unit detects an abnormality in the lean actuator, the condition determination unit determines whether or not a predetermined traveling condition is satisfied. When the condition determination unit determines that the predetermined travel condition is satisfied, the travel permission unit permits the vehicle to travel.

According to the present invention, it is possible to improve the convenience of the user for the vehicle provided with the lean actuator.

FIG. 1A is a diagram showing an outline of a vehicle control method according to an embodiment. FIG. 1B is a diagram showing an outline of a vehicle control method according to an embodiment. FIG. 2 is a block diagram showing a configuration example of a vehicle control system including a vehicle control device. FIG. 3 is a diagram illustrating tilting of the vehicle body by the lean actuator. FIG. 4 is a diagram illustrating a locking mechanism including a locking actuator. FIG. 5 is a diagram illustrating the tilt angle adjusting process. FIG. 6 is a flowchart showing a processing procedure executed by the vehicle control device when the vehicle control system is started. FIG. 7 is a flowchart showing a processing procedure executed by the vehicle control device when the vehicle control system is terminated. FIG. 8 is a flowchart showing the lean lock process.

Hereinafter, embodiments of the vehicle control device and the vehicle control method disclosed in the present application will be described in detail with reference to the accompanying drawings. The present invention is not limited to the embodiments shown below.

<1. Outline of vehicle control method by vehicle control device>
In the following, first, an outline of the control method by the vehicle control device according to the embodiment will be described with reference to FIGS. 1A and 1B. 1A and 1B are diagrams showing an outline of a vehicle control method according to an embodiment.

In FIGS. 1A and 1B, for convenience of explanation, the Z-axis has a positive direction in the vertical upward direction and a negative direction in the vertical downward direction, and the X-axis has a positive direction in the front direction and a negative direction in the rear direction in the vehicle length direction. , A three-dimensional Cartesian coordinate system with the vehicle width direction as the Y axis is illustrated. Such a Cartesian coordinate system may also be shown in other drawings used in the description below. Further, FIGS. 1A and 1B and FIGS. 3 to 5 described later are all schematic views.

As shown in FIG. 1A, the vehicle C has two front wheel FWs arranged on the left and right sides of the vehicle body C1 and one rear wheel RW arranged in the center of the vehicle body C1 in the vehicle width direction in the Y-axis direction. It is a three-wheeled mobility for one-seater.

The vehicle C is not limited to the above, and may have, for example, one front wheel FW and two rear wheel RWs, or two front wheel FWs and two rear wheel RWs. It may be a wheel-shaped vehicle. Further, the number of passengers in the vehicle C may be two or more.

The two front wheel FWs are provided with traveling actuators 22 and 23 (hereinafter, may be referred to as "traveling ACTs 22 and 23"), respectively, and each front wheel FW is rotated by the driving force of the traveling ACTs 22 and 23. Becomes a drive wheel.

The rear wheel RW is a steering wheel that is mechanically or electrically connected to the steering wheel ST and steers according to the operation of the steering wheel ST by the user U, who is the driver.

The vehicle C includes a lean actuator 20 (hereinafter, may be referred to as “lean ACT 20”). The lean ACT 20 is an actuator capable of tilting the vehicle body C1 in the left-right direction of the vehicle body C1, that is, in the vehicle width direction, as shown by an arrow A in FIG. 1A. For example, the vehicle C can easily turn by tilting the vehicle body C1 inward by the lean ACT 20 when turning, and the running stability can be improved.

By the way, in the vehicle C described above, operation confirmation processing of lean ACT20, traveling ACT22, 23 and the like is performed at the time of starting. In the prior art, for example, when an abnormality of the lean ACT 20 is detected in the operation confirmation process, the traveling is not started even if other actuators such as the traveling ACTs 22 and 23 are normal. That is, in the prior art, although the vehicle C can travel, the vehicle C does not start traveling.

Therefore, for example, the user U may not be able to reach the destination, may not be able to temporarily evacuate to a place where safety can be ensured, or may not be able to travel to a place where the vehicle C is to be maintained. Therefore, there is a risk that the convenience of the user U with respect to the vehicle C may be reduced.

Therefore, in the vehicle control device 10 according to the present embodiment, the convenience of the user U with respect to the vehicle C provided with the lean ACT 20 can be improved.

Hereinafter, specifically, the vehicle control device 10 first receives an activation request for the vehicle control system 1 (see FIG. 2) mounted on the vehicle C (step S1). The activation request is made by the operation of the user U with respect to the operation unit 11 (see FIG. 2), which will be described later.

Next, the vehicle control device 10 performs an operation confirmation process of the lean ACT20, the traveling ACTs 22 and 23, a so-called initial check, and here, it is assumed that an abnormality of the lean ACT20 is detected (step S2).

Next, the vehicle control device 10 determines whether or not the state of the vehicle C satisfies a predetermined traveling condition (step S3). Here, a case where the vehicle control device 10 determines whether or not a predetermined traveling condition is satisfied based on the state of the lock mechanism 25 connected to the lean ACT 20 will be described as an example, but the present invention is not limited to this. do not have.

The lock mechanism 25 can regulate the operation of the lean ACT 20. The specific configuration of the lock mechanism 25 will be described later with reference to FIG.

Since the lean ACT 20 can tilt the vehicle body C1 as described above, the operation of the lean ACT 20 can be restricted by the lock mechanism 25 so that the vehicle body C1 is not tilted. In other words, the vehicle body C1 is tilted. It can be fixed in the current posture.

The vehicle control device 10 determines that the above-mentioned predetermined traveling condition is satisfied when the operation of the lean ACT 20 is regulated by the lock mechanism 25. That is, the vehicle control device 10 determines that a predetermined traveling condition is satisfied when the posture of the vehicle body C1 is fixed by the lock mechanism 25.

Then, when it is determined that the predetermined traveling condition is satisfied, the vehicle control device 10 permits the vehicle C to travel (step S4). When the vehicle C is driven when an abnormality in the lean ACT 20 is detected, the vehicle control device 10 can perform restricted running control such as limiting the vehicle speed, which will be described later.

As described above, in the vehicle control device 10 according to the present embodiment, even if an abnormality is detected in the lean ACT 20, the vehicle C is allowed to travel if the predetermined traveling conditions are satisfied. ..

Thereby, in the present embodiment, the convenience of the user U with respect to the vehicle C can be improved. That is, for example, even if an abnormality is detected in the lean ACT 20 on the way to the destination, the user U can drive the vehicle C and arrive at the destination. Further, when an abnormality is detected in the lean ACT 20, the user U can temporarily evacuate to a place where safety can be ensured, or can drive the vehicle C to a place where the vehicle C is to be maintained. As a result, the convenience of the user U with respect to the vehicle C can be improved.

Further, the vehicle control device 10 can determine that the predetermined traveling condition is satisfied when the operation of the lean ACT 20 is regulated by the lock mechanism 25, and permit the vehicle C to travel.

Thereby, in the present embodiment, it is possible to stabilize the posture of the vehicle body C1 during traveling. That is, even when an abnormality is detected in the lean ACT 20, the operation of the lean ACT 20 is regulated by the lock mechanism 25 to allow the vehicle body C1 to travel in a fixed posture, whereby the vehicle body C1 is allowed to travel while traveling. Is less likely to tilt, so that the posture of the vehicle body C1 can be stabilized.

<2. Vehicle control system with vehicle control device>
Next, the configuration of the vehicle control system 1 including the vehicle control device 10 according to the embodiment will be described with reference to FIG. FIG. 2 is a block diagram showing a configuration example of a vehicle control system 1 provided with a vehicle control device 10. In the block diagram of FIG. 2, only the components necessary for explaining the features of the present embodiment are represented by functional blocks, and the description of general components is omitted.

In other words, each component shown in the block diagram of FIG. 2 is a functional concept and does not necessarily have to be physically configured as shown in the figure. For example, the specific form of distribution / integration of each functional block is not limited to the one shown in the figure, and all or part of it is functionally or physically distributed in any unit according to various loads and usage conditions. -It is possible to integrate and configure.

As shown in FIG. 2, the vehicle control system 1 includes a vehicle control device 10, an operation unit 11, a vehicle speed sensor 12, a steering angle sensor 13, a steering angle sensor 14, a tilt angle sensor 15, and lean rotation. It includes an angle sensor 16, a lean ACT 20, a lock ACT (lock actuator) 21, and traveling ACTs 22 and 23.

The operation unit 11 is, for example, a power switch or the like. The operation unit 11 is arranged in a position that can be operated by the user U (see FIG. 1A) in the vehicle C, and when operated by the user U, outputs a start request and an end request of the vehicle control system 1 to the vehicle control device 10. .. Specifically, when the operation unit 11 is operated by the user U who desires to drive the vehicle C before starting, the operation unit 11 outputs a start request. Further, when the operation unit 11 is operated by the user U who desires the end of the operation for the vehicle C after the start, the operation unit 11 outputs an end request.

The vehicle speed sensor 12 is a sensor that detects the speed of the vehicle C. The steering angle sensor 13 is a sensor that detects the steering angle of the steering wheel ST (see FIG. 1A) operated by the user U. The steering wheel ST is an example of a steering unit. The steering angle sensor 14 is a sensor that detects the actual steering angle of the rear wheel RW, which is the steering wheel.

The tilt angle sensor 15 is a sensor that detects the tilt angle of the vehicle body C1 with respect to the road surface. As the tilt angle sensor 15, a gyro sensor or a G sensor can be used, but the tilt angle sensor 15 is not limited thereto. The tilt angle will be described later with reference to FIG.

The lean rotation angle sensor 16 is a sensor that detects the rotation angle of the lean ACT 20. The angle of rotation of the lean ACT 20 will be described later with reference to FIG. Further, each of the above-mentioned sensors 12 to 16 outputs information indicating each detected value to the vehicle control device 10.

As described above, the lean ACT 20 is an actuator capable of tilting the vehicle body C1 in the vehicle width direction, and for example, a drive motor can be used. FIG. 3 is a diagram illustrating tilting of the vehicle body C1 by the lean ACT 20. Note that FIG. 3 shows the vehicle C as seen from the rear surface.

As shown in the upper part of FIG. 3, a link mechanism 20a connected to the vehicle body C1, the front wheel FW, and the like is connected to the lean ACT 20. Then, the driving force due to the rotation of the lean ACT 20 is transmitted to the vehicle body C1 and the like via the link mechanism 20a, so that the vehicle body C1 can be tilted in the vehicle width direction (see the lower diagram in FIG. 3).

For example, the lean ACT20, which is a drive motor, rotates clockwise (arrow D1 in the figure). As a result, the front wheel FW on the left side moves upward along with the rotational movement, while the front wheel FW on the right side moves downward, and the vehicle body C1 tilts to the left side as shown by the arrow D2. ..

Here, the tilt angle θ of the vehicle body C1 described above will be described. The tilt angle θ is the tilt angle of the vehicle body C1 with respect to the road surface B on which the vehicle C travels or stops. Specifically, the tilt angle θ is an angle formed by the road surface B and the axis E in the vehicle height direction of the vehicle body C1.

Therefore, the tilt angle θ of the vehicle body C1 is 90 degrees or approximately 90 degrees as shown in the upper diagram of FIG. 3 in the upright state where the vehicle body C1 is not tilted by the lean ACT 20. On the other hand, in the case of being tilted by the lean ACT 20 and in a tilted state, it becomes smaller than 90 degrees as shown in the lower diagram of FIG. 3, and becomes smaller as the vehicle body C1 is tilted. In the present specification, for example, when the vehicle body C1 is tilted (tilted) to the right side, the tilt angle θ formed by the road surface B and the axis E in the vehicle height direction is defined as the angle on the acute angle side on the right side. It is not limited to this.

The lock ACT 21 is included in the lock mechanism 25 (see FIG. 1B) described above. FIG. 4 is a diagram illustrating a lock mechanism 25 including a lock ACT 21.

As shown in FIG. 4, the lock mechanism 25 includes a lock gear 26 and a lock ACT 21. The locking gear 26 is attached to, for example, the output shaft 20b of the lean ACT 20, and rotates with the rotational drive of the lean ACT 20.

The lock ACT 21 is a drive motor provided with a lock pin 21a and capable of advancing and retreating the lock pin 21a. For example, in FIG. 4, by driving the lock ACT 21, the lock pin 21a in the advanced position is shown by an imaginary line, while the lock pin 21a in the retracted position is shown by a solid line. Further, the lock pin 21a in the advanced position engages with the lock gear 26 to restrict the rotation of the lock gear 26, and the lock pin 21a in the retracted position is released from the engagement with the lock gear 26. That is, the rotation of the lock gear 26 is not restricted.

Therefore, in the lock mechanism 25 configured as described above, by setting the lock pin 21a of the lock ACT 21 to the advance position, the operation of the lean ACT 20 can be regulated via the lock gear 26, in other words. And, the lean ACT 20 can be locked.

Further, the rotation angle of the lean ACT 20 detected by the lean rotation angle sensor 16 is the rotation angle of the output shaft 20b of the lock ACT 21, in other words, the rotation angle of the lock gear 26.

Returning to the description of FIG. 2, the traveling ACT 22 is provided, for example, on the left front wheel FW to drive the left front wheel FW, while the traveling ACT 23 is provided, for example, on the right front wheel FW to drive the right front wheel FW. Drive. As the traveling actuators 22 and 23, for example, an in-wheel motor can be used, but the traveling actuators 22 and 23 are not limited thereto.

Next, the vehicle control device 10 will be described. The vehicle control device 10 includes a control unit 30 and a storage unit 40.

The control unit 30 includes a reception unit 31, a detection unit 32, an abnormality detection unit 33, a regulation determination unit 34, a condition determination unit 35, a travel permission unit 36, a vehicle control unit 37, and a lean control unit 38, and includes a CPU (Central). It is a microcomputer having a Processing Unit) and the like.

The storage unit 40 is a storage unit composed of storage devices such as a non-volatile memory and a hard disk drive, and stores determination result information 41, various programs, setting data, and the like.

The reception unit 31 receives the start request and the end request of the vehicle control system 1 from the operation unit 11 by the operation by the user U. When the reception unit 31 receives the activation request, the reception unit 31 outputs information indicating that the activation request has been accepted to the abnormality detection unit 33. Further, when the reception unit 31 receives the end request of the vehicle control system 1, the reception unit 31 outputs information indicating that the end request has been received to the vehicle control unit 37 and the lean control unit 38.

The detection unit 32 detects the vehicle speed, the steering angle, the steering angle, the tilt angle θ of the vehicle body C1, and the lean angle based on the information output from each of the sensors 12 to 16 described above. Then, the detection unit 32 appropriately outputs information indicating various detected values to the regulation determination unit 34, the condition determination unit 35, the vehicle control unit 37, the lean control unit 38, and the like.

When the reception unit 31 receives the activation request of the vehicle control system 1, the abnormality detection unit 33 detects an abnormality of various actuators such as the lean ACT 20, the traveling ACTs 22, 23, and the lock ACT 21.

For example, the abnormality detection unit 33 detects a malfunction in the actuators 20 to 23, a failure of the circuit board, or the like as an abnormality in the actuators 20 to 23. Then, the abnormality detection unit 33 outputs information indicating the presence or absence of an abnormality in each of the actuators 20 to 23 to the regulation determination unit 34, the condition determination unit 35, the vehicle control unit 37, and the like. In the following, the abnormality detected by the abnormality detection unit 33 will be described by taking the case of the lean ACT 20 as an example.

The regulation determination unit 34 determines whether or not the operation of the lean ACT 20 is restricted by the lock mechanism 25. For example, the regulation determination unit 34 determines that the operation of the lean ACT 20 is restricted when the lock pin 21a of the lock ACT 21 of the lock mechanism 25 is set to the advanced position and is engaged with the lock gear 26. Can be done. The regulation determination unit 34 outputs information indicating the determination result to the condition determination unit 35 and the like.

Further, the regulation determination unit 34 operates the lean ACT 20 based on the rotation angle of the lean ACT 20 when the lean ACT 20 is operated with the lock pin 21a in the advanced position and engaged with the lock gear 26. It may be determined whether or not it is regulated.

That is, when the lock pin 21a is normally engaged with the lock gear 26, even if the lean ACT 20 is operated, the operation is restricted by the lock pin 21a, so that the rotation angle of the lean ACT 20 does not change. , Or should hardly change.

Therefore, when the regulation determination unit 34 drives the lean ACT 20 with the lock pin 21a engaged with the lock gear 26 and the amount of change in the rotation angle of the lean ACT 20 at that time is within a predetermined lean angle range, It can be determined that the operation of the lean ACT 20 is restricted. On the other hand, when the change amount of the rotation angle of the lean ACT 20 is outside the predetermined lean angle range, the regulation determination unit 34 can determine that the operation of the lean ACT 20 is not regulated, that is, it is a lock abnormality. The predetermined lean angle range is set to 0 degree or a value near 0 degree, but is not limited to this.

If an abnormality occurs in the lean ACT 20 when the vehicle control system 1 is started, there is a possibility that the lean ACT 20 cannot be operated with the lock pin 21a engaged with the lock gear 26.

Therefore, the regulation determination unit 34 according to the present embodiment determines whether or not the operation of the lean ACT 20 is restricted by the lock mechanism 25 at the end of the vehicle control system 1. For example, the regulation determination unit 34 operates the lean ACT 20 with the lock pin 21a engaged with the lock gear 26 at the end of the vehicle control system 1, and whether or not the operation of the lean ACT 20 is regulated by the lock mechanism 25. I tried to judge whether.

Then, the regulation determination unit 34 stores the determination result information 41 indicating the determination result in the storage unit 40. Therefore, the determination result information 41 includes the determination result indicating that the operation of the lean ACT 20 is regulated by the lock mechanism 25 at the end of the vehicle control system 1, or the determination result information indicating that the operation is not regulated. Is done.

Therefore, even if an abnormality occurs in the lean ACT 20 when the vehicle control system 1 is started, the condition determination unit 35 reads the determination result information 41 and determines the determination result at the time of the previous system termination, as will be described later. By acquiring, it is possible to obtain information on whether or not the operation of the lean ACT 20 is regulated.

When the abnormality of the lean ACT 20 is detected by the abnormality detection unit 33, the condition determination unit 35 determines whether or not a predetermined running condition is satisfied. The predetermined running condition is a condition for permitting the running of the vehicle C even when the lean ACT 20 has an abnormality.

For example, when the condition determination unit 35 determines that the operation of the lean ACT 20 is restricted by the lock mechanism 25 by the regulation determination unit 34, the condition determination unit 35 can determine that a predetermined traveling condition is satisfied. On the other hand, the condition determination unit 35 does not determine that the predetermined traveling condition is satisfied when the operation of the lean ACT 20 is not regulated by the lock mechanism 25.

Further, as described above, the condition determination unit 35 reads the determination result information 41 and is a determination result indicating that the operation of the lean ACT 20 is regulated by the lock mechanism 25 at the end of the previous vehicle control system 1. In that case, it can be determined that a predetermined traveling condition is satisfied. As described above, this makes it possible to obtain information on whether or not the operation of the lean ACT 20 is restricted even when an abnormality occurs in the lean ACT 20 at the time of system startup.

Depending on the specifications of the storage unit 40, the stored information may be cleared, for example, due to an abnormality or replacement of a battery (not shown) mounted on the vehicle C. In such a case, since the determination result information 41 does not have the determination result information, the condition determination unit 35 may determine that the operation of the lean ACT 20 is not regulated by the lock mechanism 25 and does not determine that the predetermined traveling condition is satisfied. ..

Further, the condition determination unit 35 may determine that the predetermined traveling condition is satisfied when the vehicle C is stopped while the tilt angle θ of the vehicle body C1 detected by the detection unit 32 is within a predetermined range. .. Before continuing the description of the determination process, here, the tilt angle adjustment process executed at the end of the vehicle control system 1 will be described.

FIG. 5 is a diagram illustrating the tilt angle adjusting process. As shown in the upper diagram of FIG. 5, for example, the vehicle control system 1 is terminated with the vehicle C stopped on the road surface B inclined by the inclination angle α in the vehicle width direction (left-right direction) with respect to the horizontal plane H. Requests may be made.

In such a case, since the vehicle body C1 is in a posture that tends to tilt to the valley side of the road surface B, that is, to the left side, in the present embodiment, the tilt angle θ is adjusted so that the vehicle body C1 has a stable posture. The lean ACT20 was controlled.

For example, the lean control unit 38 of the control unit 30 rotates the lean ACT 20 counterclockwise (arrow D3 in the figure) and tilts the vehicle body C1 to the mountain side of the road surface B, that is, to the right side as shown by the arrow D4. Then, as shown in the lower diagram of FIG. 5, the tilt angle θ of the vehicle body C1 is such that the axis E in the vehicle height direction is parallel to or substantially parallel to the Z axis in the vertical direction, in other words, the upper part of the vehicle body C1 is Adjusted to be in the zenith direction.

As a result, even when the vehicle C is stopped on the inclined road surface B and parked, the vehicle body C1 can be in a stable posture.

Returning to the explanation of the determination process in the condition determination unit 35, when the above-mentioned tilt angle adjustment process is performed and the vehicle C (see the lower diagram in FIG. 5) in which the vehicle body C1 is tilted is allowed to travel, it is determined. The running of vehicle C may become unstable. That is, for example, when the vehicle C enters a flat road from a sloped road surface B, if an abnormality occurs in the lean ACT 20, the vehicle body C1 remains tilted and the running of the vehicle C is unstable. May become.

Therefore, the condition determination unit 35 according to the present embodiment satisfies a predetermined traveling condition when the vehicle C is stopped while the tilt angle θ of the vehicle body C1 detected by the detection unit 32 is within a predetermined range. I tried to judge. The above-mentioned predetermined range includes, for example, 90 degrees, and is set to a range indicating an upright state without tilting or a posture close to an upright state, but is not limited thereto.

As a result, in the present embodiment, the vehicle C having an upright state or a posture close to the upright state within a predetermined range of the tilt angle θ of the vehicle body C1 is permitted to run on the assumption that a predetermined running condition is satisfied. Therefore, the vehicle C can be stably driven. Conversely, it is possible to prevent the vehicle C in a posture in which the tilt angle θ of the vehicle body C1 is tilted outside the predetermined range from allowing the vehicle C to travel because it does not satisfy the predetermined traveling conditions. It is possible to suppress the vehicle C from traveling in an unstable state.

Then, the condition determination unit 35 outputs information indicating a determination result as to whether or not a predetermined travel condition is satisfied to the travel permission unit 36.

The travel permission unit 36 permits the vehicle C to travel when it is determined by the condition determination unit 35 that the predetermined travel condition is satisfied, but does not permit the vehicle C to travel when it is not determined that the predetermined travel condition is not satisfied. In other words, the running of vehicle C is prohibited. Then, the travel permission unit 36 outputs information indicating the permission or prohibition of the vehicle C to travel to the vehicle control unit 37.

Further, when the travel permission unit 36 permits the vehicle C to travel when an abnormality of the lean ACT 20 is detected, the travel permission unit 36 may permit the vehicle to travel by the restricted travel control (evacuation travel control) that limits the vehicle speed or the like. .. Specifically, in the limited running control, the running of the vehicle C is set to be equal to or lower than the upper limit value when the abnormality of the lean ACT 20 is not detected, that is, the upper limit value set to be lower than the upper limit value in the case of the normal running control. Be controlled.

For example, in the limited travel control, the vehicle speed, the driving force (driving torque) of the lean ACT 20, the acceleration of the vehicle C, and the like may be limited so as to be equal to or less than a predetermined value. As a result, it is possible to suppress excessive vehicle speed, sudden start, etc. in the vehicle C, and therefore, even when an abnormality is detected in the lean ACT 20, the vehicle C can be stably driven.

Further, for example, in the limited traveling control, the steering angle of the steering wheel ST, the steering angle of the rear wheel RW as the steering wheel, and the like may be restricted so as to be equal to or less than a predetermined value. As a result, it is possible to suppress sharp turns in the vehicle C, and therefore, even when an abnormality is detected in the lean ACT 20, the vehicle C can be stably driven.

In the above, the vehicle speed, the driving force of the lean ACT20, the steering angle, the steering angle, and the acceleration are limited to be equal to or less than the predetermined values, but at least one of these values is predetermined. It may be limited to be less than or equal to the value.

The vehicle control unit 37 controls the operation of the vehicle C by controlling the traveling ACTs 22 and 23, a steering actuator (not shown), and the like. Specifically, the vehicle control unit 37 controls the traveling ACTs 22, 23, etc. based on the information of each sensor 12 to 16 output from the detection unit 32 and the information output from the abnormality detection unit 33 and the travel permission unit 36. do.

For example, the vehicle control unit 37 controls the vehicle C by normal travel control when the abnormality detection unit 33 does not detect an abnormality in the actuators 20 to 23. Further, the vehicle control unit 37 controls the vehicle C by the limited travel control when the travel permission unit 36 permits the vehicle to travel by the restricted travel control. Further, the vehicle control unit 37 prevents the vehicle C from traveling when the travel is prohibited by the travel permission unit 36.

Further, when the end request of the vehicle control system 1 is received by the reception unit 31, the vehicle control unit 37 executes the end processing in each of the actuators 20 to 23.

The lean control unit 38 controls the operation of the lean ACT 20 and the lock ACT 21, and controls the posture of the vehicle body C1 of the vehicle C. For example, the lean control unit 38 controls the lean ACT 20 at the time of turning to tilt the vehicle body C1 inward at the turning, or executes the above-mentioned tilt angle adjusting process at the end of the vehicle control system 1.

<3. Vehicle control processing of the vehicle control device according to the embodiment>
Next, a specific processing procedure in the vehicle control device 10 will be described with reference to FIGS. 6 and later. FIG. 6 is a flowchart showing a processing procedure executed by the vehicle control device 10 when the vehicle control system 1 is started. FIG. 7 is a flowchart showing a processing procedure executed by the vehicle control device 10 at the end of the vehicle control system 1.

As shown in FIG. 6, the control unit 30 of the vehicle control device 10 determines whether or not the activation request of the vehicle control system 1 has been received from the user U (step S101). When it is not determined that the activation request has been accepted (steps S101, No), the control unit 30 skips the subsequent processing, while when it is determined that the activation request has been accepted (steps S101, Yes), the actuators 20 to 23, etc. The operation confirmation process of (step S102) is performed.

Next, the control unit 30 determines whether or not an abnormality in the lean ACT 20 is detected (step S103). When it is not determined that the abnormality of the lean ACT 20 is detected (step S103, No), the control unit 30 executes the normal running control (step S104).

On the other hand, when it is determined that the abnormality of the lean ACT 20 is detected (step S103, Yes), the control unit 30 determines whether or not the operation of the lean ACT 20 is regulated by the lock mechanism 25, that is, the lean ACT 20 by the lock mechanism 25. It is determined whether or not the lock is normal (step S105).

When it is determined that the lock by the lock mechanism 25 is normal (step S105, Yes), the control unit 30 determines whether or not the tilt angle θ of the vehicle body C1 is within a predetermined range (step S106).

When the control unit 30 determines that the tilt angle θ is within a predetermined range (steps S106, Yes), the control unit 30 permits traveling by restricted traveling control (step S107). Further, when the control unit 30 does not determine that the lock by the lock mechanism 25 is normal (step S105, No), or when it is not determined that the tilt angle θ is within a predetermined range (step S106, No), the vehicle. The running of C is prohibited (step S108).

Next, the flowchart of FIG. 7 will be described. As shown in FIG. 7, the control unit 30 determines whether or not the end request of the vehicle control system 1 has been received from the user U (step S201). If it is not determined that the end request has been accepted (steps S201, No), the control unit 30 skips the subsequent processing.

On the other hand, when it is determined that the end request has been accepted (step S201, Yes), the control unit 30 executes the tilt angle adjustment process for adjusting the tilt angle θ (step S202). Next, the control unit 30 executes the lean lock process (step S203).

FIG. 8 is a flowchart showing the lean lock process. As shown in FIG. 8, the control unit 30 drives the lock ACT 21 and engages the lock pin 21a with the lock gear 26 to regulate the operation of the lean ACT 20 (step S301).

Next, the control unit 30 drives the lean ACT 20 in a state where the lock pin 21a is engaged with the lock gear 26 (step S302). Then, the control unit 30 determines whether or not the amount of change in the rotation angle of the lean ACT 20 is within the predetermined lean angle range (step S303).

When the control unit 30 determines that the amount of change in the rotation angle of the lean ACT 20 is within the predetermined lean angle range (steps S303, Yes), the control unit 30 determines that the lock by the lock mechanism 25 is normal (step S304). On the other hand, when the control unit 30 does not determine that the amount of change in the rotation angle of the lean ACT 20 is within the predetermined lean angle range (steps S303, No), the control unit 30 determines that the lock by the lock mechanism 25 is abnormal (step S305). ..

Returning to the description of FIG. 7, the control unit 30 indicates the determination result of whether or not the lock mechanism 25 is normal, that is, the determination result of whether or not the operation of the lean ACT 20 is restricted by the lock mechanism 25. A storage process for storing 41 in the storage unit 40 is performed (step S204). Then, the control unit 30 executes the termination process in each of the actuators 20 to 23 (step S205).

As described above, the vehicle control device 10 according to the embodiment includes an abnormality detection unit 33, a condition determination unit 35, and a travel permission unit 36. When the abnormality detection unit 33 receives the activation request of the vehicle control system 1 mounted on the vehicle C, the abnormality detection unit 33 detects an abnormality of the lean actuator 20 that tilts the vehicle body C1 in the vehicle width direction. When the abnormality detection unit 33 detects an abnormality in the lean actuator 20, the condition determination unit 35 determines whether or not a predetermined traveling condition is satisfied. When the condition determination unit 35 determines that the predetermined travel condition is satisfied, the travel permission unit 36 permits the vehicle C to travel. This makes it possible to improve the convenience of the user for the vehicle provided with the lean actuator.

Further effects and variations can be easily derived by those skilled in the art. For this reason, the broader aspects of the invention are not limited to the particular details and representative embodiments described and described above. Accordingly, various modifications can be made without departing from the spirit or scope of the general concept of the invention as defined by the appended claims and their equivalents.

1 Vehicle control system 10 Vehicle control device 20 Lean actuator 21 Lock actuator 25 Lock mechanism 30 Control unit 32 Detection unit 33 Abnormality detection unit 34 Regulation judgment unit 35 Condition judgment unit 36 Driving permission unit C Vehicle C1 Vehicle body

Claims (6)

Equipped with a control unit that controls the vehicle with a lean actuator that tilts the vehicle body in the vehicle width direction.
The control unit
When an abnormality in the lean actuator is detected when a request to start the vehicle control system mounted on the vehicle is received ,
Based on the determination result information of whether or not the operation of the lean actuator is regulated by the lock mechanism capable of regulating the operation of the lean actuator, which is stored when the end request of the vehicle control system is received, the said If it is determined that the operation of the lean actuator is in a regulated state, the vehicle is allowed to run.
A vehicle control device characterized by . The control unit
The vehicle control device according to claim 1 , wherein if an abnormality of the lean actuator is detected and it is determined that the operation of the lean actuator is not regulated, the vehicle is not permitted to travel . The control unit
When the abnormality of the lean actuator is not detected, the vehicle is allowed to run, and the vehicle is allowed to run.
The invention according to claim 1 or 2 , wherein when an abnormality of the lean actuator is detected and it is determined that the operation of the lean actuator is in a regulated state, traveling by restricted traveling control is permitted . Vehicle control device. The control unit
At least one of the speed of the vehicle, the driving force of the lean actuator, the steering angle of the steering portion of the vehicle, the steering angle of the steering wheel of the vehicle, and the acceleration of the vehicle is detected as an abnormality of the lean actuator. The vehicle control according to any one of claims 1 to 3 , wherein the vehicle is permitted to drive by the restricted driving control which is restricted to be equal to or less than a predetermined value set to a value lower than the upper limit value when the vehicle is not used. Device. The control unit
Detecting the tilt angle of the vehicle body with respect to the road surface ,
When the vehicle is stopped while the detected tilt angle is within a predetermined range, the vehicle is allowed to travel.
The vehicle control device according to any one of claims 1 to 4 . It is a vehicle control method equipped with a lean actuator that tilts the vehicle body in the vehicle width direction.
When an abnormality in the lean actuator is detected when a request to start the vehicle control system mounted on the vehicle is received ,
Based on the determination result information of whether or not the operation of the lean actuator is regulated by the lock mechanism capable of regulating the operation of the lean actuator, which is stored when the end request of the vehicle control system is received, the said If it is determined that the operation of the lean actuator is in a regulated state, the traveling control for driving the vehicle is permitted .
A vehicle control method characterized by .

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