JP7164940B2 - vehicle controller - Google Patents

Description

The present invention relates to a vehicle control device.

Conventionally, techniques have been proposed for suppressing deterioration in running stability due to crosswinds received by a running vehicle. Specifically, when the crosswind component of the wind speed on the road is relatively high, the roll-direction force acts on the vehicle, which may reduce the running stability. In particular, when the vehicle enters a section in which the crosswind component of the wind speed is relatively high, the running stability can be significantly reduced. Therefore, a technique has been proposed for increasing the roll stiffness of a vehicle when the vehicle enters a section where the crosswind component of the wind speed is relatively high (see, for example, Patent Document 1).

JP 2007-106364 A

However, it is considered desirable to provide a further technique as a technique for suppressing deterioration in running stability due to crosswinds. For example, in Patent Document 1, in order to increase the roll stiffness of the vehicle, it is necessary to provide an adjustment mechanism (for example, a mechanism including an electromagnetic valve for adjusting the damping force of the suspension) that can adjust each characteristic of the vehicle. occurs. This can increase the number of parts in the vehicle.

SUMMARY OF THE INVENTION Accordingly, the present invention has been made in view of the above problems, and an object of the present invention is to suppress deterioration in running stability caused by crosswinds of a running vehicle. To provide a new and improved vehicle control system capable of

In order to solve the above problems, according to an aspect of the present invention, there is provided an acquisition unit that acquires position information of a vehicle and wind information related to wind on a traveling road, and a cross wind component of the wind speed included in the wind information that is higher than a threshold. a control unit for starting braking and driving control to apply driving force to front wheels and braking force to rear wheels when the vehicle enters a crosswind section that is a section, wherein the control unit controls the rear wheels A target braking force, which is a target value in the braking/driving control of the braking force applied to the front wheels and the After shifting the driving force distribution ratio of the rear wheels to the distribution ratio of the front-wheel drive state at the second time rate of change, and shifting the driving force distribution ratio of the front wheels and the rear wheels to the distribution ratio of the front-wheel drive state, The braking/driving control is started before the vehicle reaches the start point of the crosswind section, and after the braking/driving control is started and before the vehicle reaches the start point, the rear wheels are operated. A control device for a vehicle is provided that shifts the applied braking force to the target braking force at a first rate of change over time. The control unit calculates an arrival time for the vehicle to reach the starting point, and determines the driving force distribution ratios of the front wheels and the rear wheels from the distribution ratios in a normal time when the braking/driving control is not executed. A distribution ratio transition time until transition to the distribution ratio of the front wheel drive state is calculated at a second time rate of change, and the braking force applied to the rear wheels from the time point when the braking/driving control is started is changed for the first time. The braking force transition time until transition to the target braking force is calculated at the change rate, and the time point at which the driving force distribution ratio of the front wheels and the rear wheels starts to shift to the distribution ratio of the front wheel drive state is determined as the above. It may be determined based on the arrival time, the distribution ratio transition time, and the braking force transition time.

In the braking/driving control, the control unit may apply to the front wheels a driving force obtained by adding a driving force corresponding to an acceleration request to a driving force balanced with a braking force applied to the rear wheels.

The control unit may calculate the target braking force based on characteristics of the vehicle that affect roll stiffness of the vehicle.

The vehicle includes a power steering mechanism that assists steering by a driver, and the control unit controls, in the braking/driving control, an increase in the driving force applied to the front wheels caused by the execution of the braking/driving control. The steering assist amount by the power steering mechanism may be controlled so as to cancel out.

As described above, according to the present invention, it is possible to suppress deterioration in running stability due to crosswinds received by a running vehicle.

1 is a schematic diagram showing an example of a schematic configuration of a vehicle in which a control device according to an embodiment of the invention is mounted; FIG. It is a block diagram showing an example of functional composition of a control device concerning the embodiment. It is a flowchart which shows an example of the flow of the process which the control apparatus which concerns on the same embodiment performs. FIG. 2 is an explanatory diagram showing an example of a state in which a vehicle equipped with the control device according to the same embodiment is traveling in a tunnel; FIG. 5 is an explanatory diagram showing an example of transition of each state quantity before and after starting braking/driving control by the control device according to the embodiment; FIG. 4 is an explanatory diagram showing an example of how forces act on the vehicle due to braking/driving control by the control device according to the embodiment; 1 is a schematic diagram showing an example of a schematic configuration of a vehicle in which a control device according to an application is mounted; FIG. FIG. 4 is a block diagram showing an example of a functional configuration of a control device according to an application;

Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. In the present specification and drawings, constituent elements having substantially the same functional configuration are denoted by the same reference numerals, thereby omitting redundant description.

<1. Vehicle Configuration>
First, with reference to FIGS. 1 and 2, the configuration of a vehicle 1 equipped with a control device 100 according to an embodiment of the present invention will be described. Note that the vehicle 1 described below is merely an example of a vehicle in which the control device 100 according to the present embodiment is mounted, and the vehicle in which the control device 100 is mounted is not particularly limited to such an example.

FIG. 1 is a schematic diagram showing an example of a schematic configuration of a vehicle 1 equipped with a control device 100 according to this embodiment. In FIG. 1, the traveling direction of the vehicle 1 is the forward direction, the opposite direction to the traveling direction is the rearward direction, and the left and right sides of the vehicle 1 facing the traveling direction are the left direction and the right direction, respectively. ing. FIG. 2 is a block diagram showing an example of the functional configuration of the control device 100 according to this embodiment.

The vehicle 1, for example, as shown in FIG. , a communication device 41 , a car navigation device 43 , and a control device 100 .

The motor 15f can use power supplied from the battery 19 to output power to be transmitted to the front left wheel 11a and the front right wheel 11b. Power output from the motor 15f is transmitted to the front differential device 13f. The front differential device 13f is connected to the front left wheel 11a and the front right wheel 11b via drive shafts. The power output from the motor 15f is distributed and transmitted to the front left wheel 11a and the front right wheel 11b by the front differential device 13f. The motor 15f can be connected to the front differential device 13f via a speed reducer (not shown).

The motor 15f is, for example, a multiphase AC type, and is electrically connected to the battery 19 via an inverter 17f. The DC power supplied from the battery 19 is converted into AC power by the inverter 17f and supplied to the motor 15f. Thereby, power is generated by the motor 15f. Note that the motor 15f may have a function as a generator that generates power using the kinetic energy of the vehicle 1 when the vehicle 1 decelerates. When the motor 15f functions as a generator, the AC power generated by the motor 15f using the rotational energy of the front left wheel 11a and the front right wheel 11b is converted into DC power by the inverter 17f and stored in the battery 19.

The motor 15r can use power supplied from the battery 19 to output power to be transmitted to the left rear wheel 11c and the right rear wheel 11d. Power output from the motor 15r is transmitted to the rear differential device 13r. The rear differential device 13r is connected to the left rear wheel 11c and the right rear wheel 11d via drive shafts. The power output from the motor 15r is distributed and transmitted to the left rear wheel 11c and the right rear wheel 11d by the rear differential device 13r. The motor 15r can be connected to the rear differential 13r via a speed reducer (not shown).

The motor 15r is, for example, a multiphase AC type, and is electrically connected to the battery 19 via an inverter 17r. The DC power supplied from the battery 19 is converted into AC power by the inverter 17r and supplied to the motor 15r. Thereby, power is generated by the motor 15r. Note that the motor 15r may have a function as a generator that generates power using the kinetic energy of the vehicle 1 when the vehicle 1 decelerates. When the motor 15r functions as a generator, the AC power generated by the motor 15r using the rotational energy of the left rear wheel 11c and the right rear wheel 11d is converted into DC power by the inverter 17r and stored in the battery 19. .

A vehicle speed sensor 31 detects the vehicle speed of the vehicle 1 and outputs the detection result.

The communication device 41 communicates with an external device outside the vehicle 1 . Specifically, the communication device 41 receives wind information about the wind on the travel path from the external device. The communication device 41 then outputs the received wind information to the control device 100 .

For example, the communication device 41 receives wind information detected and transmitted by a side wind sensor provided on the travel path from the side wind sensor. In this case, the communication device 41 can receive, as wind information, information indicating the crosswind component of the wind speed (in other words, the width direction component of the running path) in the particular section of the running path around the installation position of the crosswind sensor.

The car navigation device 43 predicts the route, distance, arrival time, etc. to the destination desired by the driver according to the input operation by the driver, and displays information indicating them. Further, the car navigation device 43 can calculate the current position of the vehicle 1 by receiving radio waves from GPS (Global Positioning System) satellites. Car navigation device 43 also outputs predicted information and calculated information to control device 100 .

The control device 100 includes a CPU (Central Processing Unit) that is an arithmetic processing unit, a ROM (Read Only Memory) that is a storage element that stores programs used by the CPU and calculation parameters, and parameters that change as appropriate during execution of the CPU. It is composed of a RAM (Random Access Memory) or the like, which is a storage element for temporary storage.

Further, the control device 100 communicates with each device mounted on the vehicle 1 . Communication between the control device 100 and each device is realized using CAN (Controller Area Network) communication, for example. For example, the control device 100 communicates with the vehicle speed sensor 31 , the communication device 41 and the car navigation device 43 . The functions of the control device 100 according to this embodiment may be divided by a plurality of control devices, and in that case, the plurality of control devices may be connected to each other via a communication bus such as CAN.

The control device 100 includes, for example, an acquisition unit 110 and a control unit 130 as shown in FIG.

Acquisition unit 110 acquires various types of information used in processing performed by control device 100 . Acquisition unit 110 also outputs the acquired information to control unit 130 .

For example, the acquisition unit 110 acquires information output from each device by communicating with the vehicle speed sensor 31 , the communication device 41 and the car navigation device 43 . Specifically, the acquiring unit 110 acquires information indicating the vehicle speed of the vehicle 1 from the vehicle speed sensor 31 . In addition, the acquisition unit 110 acquires wind information about the wind on the travel path from the communication device 41 . The acquisition unit 110 also acquires position information indicating the current position of the vehicle 1 and information indicating a predicted route to the destination from the car navigation device 43 .

Note that the acquisition unit 110 may acquire information by further performing arithmetic processing on the information acquired from the vehicle speed sensor 31 , the communication device 41 and the car navigation device 43 .

Acquisition unit 110 may also have a function of communicating with an external device outside vehicle 1 , in which case communication device 41 may be omitted from the configuration of vehicle 1 .

Control unit 130 executes each process using the information acquired by acquisition unit 110 . Specifically, when the vehicle 1 enters a crosswind section, the control unit 130 starts braking/driving control that applies driving force to the front wheels and braking force to the rear wheels. A crosswind section is a section in which the crosswind component of the wind speed is higher than the threshold. Specifically, the threshold value is set to a value that can determine whether or not the crosswind component of the wind speed is high enough to significantly reduce the running stability of the vehicle 1 due to the crosswind. . The threshold may vary depending on characteristics of the vehicle 1 such as its weight, shape or dimensions, for example. Also, the threshold may be stored in a memory element of the control device 100, for example.

The control unit 130 includes, for example, a detection unit 131, a determination unit 132, an arrival time calculation unit 133, a target braking force calculation unit 134, a transition time calculation unit 135, and a motor control unit 136.

The detection unit 131 detects a crosswind section based on the wind information.

The determination unit 132 executes various determination processes.

The arrival time calculator 133 calculates the arrival time Ta, which is the time required for the vehicle 1 to reach the start point of the crosswind section.

The target braking force calculator 134 calculates a target braking force, which is a target value of the braking force applied to the rear wheels in braking/driving control.

The transition time calculation unit 135 calculates a transition time, which is the time required for transition of the state quantity of the vehicle 1 that changes before and after the start of braking/drive control. Such state quantities include, for example, the driving force distribution ratios of the front and rear wheels and the braking force applied to the rear wheels. Therefore, the transition time calculation unit 135 calculates, for example, a distribution ratio transition time Tr that is a transition time of the driving force distribution ratio between the front wheels and the rear wheels, and a braking force transition time that is a transition time of the braking force applied to the rear wheels in braking/drive control. A power transition time Tb is calculated.

The motor control unit 136 controls the power transmitted from the motor 15f to the front wheels and the power transmitted from the motor 15r to the front wheels by controlling the operations of the inverters 17f and 17r. Thereby, the motor control unit 136 can control the braking/driving force applied to the front wheels and the braking/driving force applied to the rear wheels independently of each other. Specifically, when power is transmitted to the wheels in the same direction as the direction of rotation, the driving force is applied to the wheels. On the other hand, when power is transmitted to the wheels in the direction opposite to the direction of rotation, braking force is applied to the wheels.

In the braking/driving control, the motor control unit 136 applies driving force to the front wheels and braking force to the rear wheels. Specifically, the motor control unit 136 controls the inverter 17f and the inverter 17r so that power in the same direction as the rotational direction is transmitted to the front wheels and power in the opposite direction to the rotational direction is transmitted to the rear wheels in the braking/driving control. controls the behavior of

In addition, the motor control unit 136 can apply driving force to the front wheels and the rear wheels during normal times when the braking/driving control is not executed. For example, the motor control unit 136 can apply driving force to the front wheels and the rear wheels so that the distribution ratio between the front wheels and the rear wheels is 1:1 during normal times when the braking/driving control is not executed. Note that the distribution ratio of the driving force between the front wheels and the rear wheels in the normal state is not limited to such an example, and for example, the driving force may be applied to only one of the front wheels and the rear wheels.

<2. Operation of control device>
Next, operations of the control device 100 according to the present embodiment will be described with reference to FIGS. 3 to 6. FIG.

FIG. 3 is a flowchart showing an example of the flow of processing performed by the control device 100 according to this embodiment. The control flow shown in FIG. 3 is repeated, for example, at preset time intervals. Note that the control flow shown in FIG. 3 is started in a state where braking/driving control is not being executed.

When the control flow shown in FIG. 3 is started, first, in step S501, the acquisition unit 110 acquires wind information.

FIG. 4 is an explanatory diagram showing an example of how the vehicle 1 equipped with the control device 100 according to the present embodiment is traveling in the tunnel A1. For example, a crosswind sensor 5 is provided at the exit of the tunnel A1. The crosswind sensor 5 detects and transmits, as wind information, information indicating the crosswind component of the wind speed in the section A2 extending along the road from the exit of the tunnel A1 to the outside of the tunnel A1. Therefore, the vehicle 1 traveling in the tunnel A1 can receive information indicating the crosswind component of the wind speed for the section A2 near the exit of the tunnel A1 from the crosswind sensor 5 as wind information. Therefore, the acquisition unit 110 can acquire wind information transmitted from the crosswind sensor 5 . The wind information transmitted from the crosswind sensor 5 includes position information indicating the position of the section A2 including the positions of the start point P1 and the end point P2 of the section A2. In the tunnel A1, the crosswind component of the wind speed is below the threshold, so braking/drive control is not executed. Therefore, in the tunnel A1, the motor control unit 136 applies driving force to the front wheels and the rear wheels at a distribution ratio of 1:1, for example.

Next, in step S503, the detection unit 131 detects a crosswind section based on the acquired wind information.

For example, in the example shown in FIG. 4, the detection unit 131 detects section A2 as a crosswind section when the crosswind component of the wind speed for section A2 near the exit of tunnel A1 is higher than the threshold. On the other hand, the detection unit 131 does not detect the section A2 as a crosswind section when the crosswind component of the wind speed for the section A2 near the exit of the tunnel A1 is equal to or less than the threshold value.

Next, in step S505, the determination unit 132 determines whether or not a crosswind section has been detected. If it is determined that a crosswind section has been detected (step S505/YES), the process proceeds to step S506. On the other hand, if it is not determined that a crosswind section has been detected (step S505/NO), the process returns to step S501.

Next, in step S<b>506 , the acquisition unit 110 acquires position information of the vehicle 1 .

Next, in step S507, the arrival time calculator 133 calculates the arrival time Ta until the vehicle 1 reaches the start point of the crosswind section.

For example, in the example shown in FIG. 4, when the section A2 is detected as a crosswind section, the arrival time calculation unit 133 calculates information indicating the vehicle speed of the vehicle 1, the position information of the vehicle 1, and the position of the start point P1 of the section A2. An arrival time Ta is calculated based on the information. Specifically, the arrival time calculation unit 133 calculates the distance along the travel route from the current position of the vehicle 1 to the start point P1 of the section A2 based on the position information of the vehicle 1 and the position information of the start point P1 of the section A2. can be calculated. Here, the arrival time calculation unit 133 specifies the route along which the vehicle 1 travels based on the map information stored in the storage element of the car navigation device 43 or the control device 100 and the position information of the vehicle 1, for example. obtain. Also, the arrival time calculation unit 133 can specify the route along which the vehicle 1 travels, based on information indicating the predicted route to the destination acquired from the car navigation device 43, for example.

Next, in step S509, the target braking force calculation unit 134 calculates a target braking force, which is a target value in braking/driving control of the braking force applied to the rear wheels.

Specifically, the target braking force calculator 134 calculates the target braking force based on the crosswind component of the wind speed in the crosswind section. For example, in the example shown in FIG. 4, when the section A2 is detected as a crosswind section, the target braking force calculation unit 134 calculates a larger value as the target braking force as the crosswind component of the wind speed for the section A2 increases. .

Moreover, the target braking force calculation unit 134 may calculate the target braking force based on the characteristics of the vehicle 1 that affect the roll stiffness of the vehicle 1 . Specifically, the target braking force calculator 134 can calculate the target braking force based on the characteristics of the vehicle 1 such as the weight, shape, and dimensions of the vehicle 1 . For example, the target braking force calculation unit 134 can calculate a larger value as the target braking force as the weight of the vehicle 1 is lighter. Further, for example, the target braking force calculation unit 134 can calculate a larger value as the target braking force as the projected area of the vehicle 1 in the left-right direction increases.

Next, in step S511, the transition time calculator 135 calculates a distribution ratio transition time Tr, which is the transition time of the driving force distribution ratios of the front wheels and the rear wheels.

Specifically, the transition time calculation unit 135 shifts the driving force distribution ratio between the front wheels and the rear wheels from the distribution ratio in the normal state where the braking/drive control is not executed to the distribution ratio in the front wheel drive state at the second time rate of change. The time until the distribution rate transition time Tr is calculated. For example, when the driving force distribution ratio of the front wheels is 0.5 in normal times when the braking/driving control is not executed, the transition time calculation unit 135 determines that the driving force distribution ratio of the front wheels is 1.0 at the second time rate of change. is calculated as the allocation ratio transition time Tr. Information indicating the driving force distribution ratio of the front wheels in normal times when braking/driving control is not executed can be stored in a storage element of control device 100, for example.

The second rate of change with time may be a rate of change with time that is constant regardless of the passage of time, or may be a rate of change with time that can change with the passage of time. Also, the second rate of change over time may be the same rate of change over time regardless of the distribution rate during normal times when braking/drive control is not executed. It is preferable that the second rate of change with time be a rate of change with time that can reduce discomfort given to the driver. The second rate of change with time is, for example, a value that can be set based on the design specifications of vehicle 1 or the like, and can be stored in a storage element of control device 100 .

Next, in step S513, the transition time calculation unit 135 calculates a braking force transition time Tb, which is the transition time of the braking force applied to the rear wheels in braking/drive control.

Specifically, the transition time calculation unit 135 calculates the braking force transition time, which is the time from when the braking/driving control is started until the braking force applied to the rear wheels transitions to the target braking force at the first time rate of change. Calculate as Tb. Here, when the braking/driving control is started, the vehicle 1 is in a state where no braking force is applied to the rear wheels. Therefore, the braking force transition time Tb corresponds to the time required for the braking force applied to the rear wheels to transition from 0 to the target braking force at the first rate of change over time.

The first time rate of change may be a constant time rate of change regardless of the passage of time, or may be a time rate of change that can change with the passage of time. Also, the first rate of change over time may be the same rate of change over time regardless of the target braking force. It is preferable that the first rate of change with time be a rate of change with time that can reduce discomfort given to the driver. The first rate of change with time is, for example, a value that can be set based on the design specifications of vehicle 1 or the like, and can be stored in a storage element of control device 100 .

Next, in step S515, the determination unit 132 determines whether or not the arrival time Ta is less than or equal to the sum of the distribution ratio transition time Tr and the braking force transition time Tb. If it is determined that the arrival time Ta is equal to or less than the sum of the distribution ratio transition time Tr and the braking force transition time Tb (step S515/YES), the process proceeds to step S517. On the other hand, if it is not determined that the arrival time Ta is equal to or less than the sum of the distribution ratio transition time Tr and the braking force transition time Tb (step S515/NO), the process returns to step S506.

In step S517, the motor control unit 136 executes the transition of the driving force distribution ratios of the front wheels and the rear wheels.

FIG. 5 is an explanatory diagram showing an example of transition of each state quantity before and after the start of braking/driving control by the control device 100 according to the present embodiment. FIG. 5 shows an example of changes in the driving force distribution ratio of the front wheels and the braking force applied to the rear wheels when the driving force distribution ratio of the front wheels is 0.5 in a normal state in which the braking/driving control is not executed. It is

For example, in the example shown in FIG. 5, at time t1, the arrival time Ta coincides with the sum of the distribution ratio transition time Tr and the braking force transition time Tb, and the second time change rate of the driving force distribution ratios of the front wheels and the rear wheels migration is started. Then, at time t2 when the distribution ratio transition time Tr has passed from time t1, the transition of the driving force distribution ratios of the front wheels and the rear wheels is completed, and the driving force distribution ratios of the front wheels and the rear wheels become the distribution ratios of the front wheel drive state. .

Next, in step S519, the motor control unit 136 starts braking/driving control, and transfers the braking force applied to the rear wheels.

FIG. 6 is an explanatory diagram showing an example of how forces act on the vehicle 1 due to the braking/driving control by the control device 100 according to the present embodiment.

As described above, the motor control unit 136 applies driving force to the front wheels and braking force to the rear wheels in braking/driving control. Specifically, in the braking/driving control, the motor control unit 136 applies to the front wheels a driving force obtained by adding the driving force corresponding to the acceleration request to the driving force balanced with the braking force applied to the rear wheels. As a result, the resultant force of the driving force applied to the front wheels and the braking force applied to the rear wheels matches the driving force corresponding to the acceleration request.

For example, the control device 100 can acquire the detection result from a sensor provided in the vehicle 1 that detects the amount of accelerator operation as the acceleration request. In that case, the motor control unit 136 can calculate the driving force corresponding to the acceleration request based on the detection result acquired in this way. Also, for example, the control device 100 can acquire information indicating an acceleration request calculated by another control device that executes various vehicle controls from another control device. In that case, the motor control unit 136 can calculate the driving force corresponding to the acceleration request based on the information indicating the acceleration request thus acquired.

In the braking/driving control, as shown in FIG. 6, the driving force is applied to the front wheels and the braking force is applied to the rear wheels. As a result, a downward force acts on the vehicle body. Thus, the vehicle height of the vehicle 1 can be lowered by performing the braking/driving control.

For example, in the example shown in FIG. 5, at time t2 when the transition of the driving force distribution ratio between the front wheels and the rear wheels is completed, the braking/driving control is started, and the braking force applied to the rear wheels is at the first time rate of change. migration begins. Then, at time t3 when the braking force transition time Tb has elapsed from time t2, the transition of the braking force applied to the rear wheels is completed, and the braking force applied to the rear wheels reaches the target braking force. Also, at time t3, the vehicle 1 reaches the start point P1 of the section A2 detected as the crosswind section shown in FIG. 4, for example.

In this manner, the motor control unit 136 executes braking/driving control when the vehicle 1 enters the crosswind section. Specifically, the motor control unit 136 shifts the driving force distribution ratios of the front wheels and the rear wheels to the distribution ratios of the front-wheel drive state at the second time rate of change until the braking/driving control is started. In addition, the motor control unit 136 starts the braking/driving control before the vehicle 1 reaches the start point of the crosswind section, and the braking/driving control is applied to the rear wheels until the vehicle 1 reaches the start point of the crosswind section. The braking force is shifted to the target braking force at the first rate of change over time.

Next, in step S<b>521 , the acquisition unit 110 acquires position information of the vehicle 1 .

Next, in step S523, the determination unit 132 determines whether or not the vehicle 1 has reached the end point P2 of the crosswind section. If it is determined that the vehicle 1 has reached the end point P2 of the crosswind section (step S523/YES), the process proceeds to step S525. On the other hand, if it is not determined that the vehicle 1 has reached the end point P2 of the crosswind section (step S523/NO), the process returns to step S521.

In step S525, the motor control section 136 terminates the braking/driving control.

Thus, the motor control unit 136 terminates the braking/driving control when the vehicle 1 leaves the crosswind zone. Note that the motor control unit 136 shifts the braking force applied to the rear wheels at a predetermined rate of change with time after the vehicle 1 leaves the crosswind section, so that the braking force is applied to the rear wheels of the vehicle 1 . You can leave it blank. The predetermined rate of change over time may match, for example, the first rate of change over time. In addition, after the transfer of the braking force applied to the rear wheels is completed, the motor control unit 136 sets the driving force distribution ratios of the front wheels and the rear wheels at a predetermined rate of change over time, compared to normal times when the braking/driving control is not executed. You may shift to the allocation rate. The predetermined rate of change over time may match, for example, the second rate of change over time.

The control flow shown in FIG. 3 then ends.

The above describes an example in which the vehicle 1 receives information indicating the crosswind component of the wind speed on the road in a specific section as wind information from the crosswind sensor, and the detection unit 131 detects the crosswind section based on the acquired wind information. However, even if the vehicle 1 receives wind information different from such wind information, the crosswind section can be detected. For example, when the vehicle 1 receives information indicating wind direction and wind speed for each point as wind information from an external device that manages such information, the detection unit 131 stores the information in the car navigation device 43 or the storage element of the control device 100. Based on the stored map information and the acquired wind information, a crosswind section in which the crosswind component of the wind speed is equal to or less than a threshold value can be detected on the road.

In the above description, the crosswind section is the section A2 that extends from the exit of the tunnel A1 to the outside of the tunnel A1 along the roadway, but the crosswind section is not particularly limited to such an example. For example, the crosswind component of the wind speed is compared in the section that extends along the road from the section where the windbreak fence is installed and the section where the windbreak fence is not installed to the section side where the windbreak fence is not installed. Such sections can be crosswind sections because they are relatively high.

Further, in the above description, the case where the driving force distribution ratio of the front wheels is 0.5 in the normal time when braking/driving control is not executed has been mainly described. For example, it may be 1.0. In this case, since the vehicle 1 is normally in the front-wheel drive state, the process of shifting the driving force distribution ratio corresponding to step S517 from the control flow shown in FIG. 3 is omitted.

<3. Effect of control device>
Next, effects of the control device 100 according to this embodiment will be described.

In the control device 100 according to the present embodiment, when the vehicle 1 enters a crosswind section, which is a section in which the crosswind component of the wind speed is higher than a threshold value, braking and driving control is performed to apply driving force to the front wheels and braking force to the rear wheels. is started. As a result, when the vehicle 1 enters the crosswind section, the vehicle height of the vehicle 1 can be lowered in advance by applying a downward force to the vehicle body. Therefore, the roll rigidity of the vehicle 1 can be increased in advance when the vehicle 1 enters the crosswind section. Therefore, it is possible to suppress a decrease in running stability due to crosswinds received by the running vehicle 1 .

Furthermore, in the control device 100 according to the present embodiment, the roll rigidity of the vehicle 1 is increased by the braking/drive control in which the driving force is applied to the front wheels and the braking force is applied to the rear wheels, so each characteristic of the vehicle 1 can be adjusted. It is possible to suppress deterioration in running stability due to crosswinds without providing an additional adjustment mechanism. Therefore, it is possible to suppress an increase in the number of parts of the vehicle by providing an adjustment mechanism capable of adjusting each characteristic of the vehicle 1 . In order to increase the roll rigidity of the vehicle 1, it is conceivable to adjust the damping force of the suspension and the rigidity of the stabilizer using such an adjustment mechanism. Here, according to the present embodiment, it is possible to suppress deterioration of drivability due to adjustment of the characteristics of the vehicle 1 such as the damping force of the suspension and the rigidity of the stabilizer.

Further, in the control device 100 according to the present embodiment, in the braking/driving control, the driving force obtained by adding the driving force corresponding to the acceleration request to the driving force balanced with the braking force applied to the rear wheels is applied to the front wheels. obtain. As a result, the resultant force of the driving force applied to the front wheels and the braking force applied to the rear wheels can be matched with the driving force corresponding to the acceleration request. The vehicle 1 can be appropriately driven according to the request.

Further, in the control device 100 according to the present embodiment, the target braking force, which is the target value in the braking/driving control of the braking force applied to the rear wheels, can be calculated based on the crosswind component of the wind speed in the crosswind section. Thereby, the target braking force can be appropriately calculated according to the magnitude of the crosswind component of the wind speed in the crosswind section. Therefore, by executing the braking/driving control, it is possible to suppress the deterioration of the running stability caused by the crosswind, and suppress the deterioration of the fuel consumption caused by applying the braking force to the rear wheels more than necessary.

Also, in the control device 100 according to the present embodiment, the target braking force can be calculated based on the characteristics of the vehicle 1 that affect the roll stiffness of the vehicle 1 . Thereby, the target braking force can be calculated more appropriately according to the characteristics of the vehicle 1 . Therefore, by executing braking/driving control, it is possible to further improve the effect of suppressing deterioration in fuel consumption due to excessive application of braking force to the rear wheels while suppressing deterioration in running stability caused by crosswinds. can be done.

Further, in the control device 100 according to the present embodiment, the braking/driving control is started before the vehicle 1 reaches the start point of the crosswind section, and the rear wheels are controlled before the vehicle 1 reaches the start point of the crosswind section. can be transitioned to the target braking force at a first rate of change over time. Thereby, it is possible to suppress stepwise switching of the braking force applied to the rear wheels. Therefore, it is possible to prevent the driver from feeling uncomfortable due to a sudden change in the braking force applied to the rear wheels.

In addition, in the control device 100 according to the present embodiment, the driving force distribution ratios for the front wheels and the rear wheels can be shifted to the distribution ratio for the front-wheel drive state at the second time rate of change until the braking/driving control is started. As a result, it is possible to suppress stepwise switching of the driving force distribution ratios of the front wheels and the rear wheels. Therefore, it is possible to prevent the driver from feeling uncomfortable due to abrupt changes in the driving force distribution ratios of the front wheels and the rear wheels.

<4. Application example>
Next, an application example will be described with reference to FIGS. 7 and 8. FIG.

FIG. 7 is a schematic diagram showing an example of a schematic configuration of a vehicle 2 in which a control device 200 according to an application is mounted. In FIG. 7 , the vehicle 2 is shown with the traveling direction of the vehicle 2 being the forward direction, the opposite direction to the traveling direction being the rearward direction, and the left side and right side of the vehicle facing the traveling direction being the left direction and the right direction, respectively. ing. FIG. 8 is a block diagram showing an example of a functional configuration of a control device 200 according to an application.

The vehicle 2 further includes a steering wheel 51, a torque sensor 53, and a power steering mechanism 55, for example, compared to the vehicle 1 described above.

The power steering mechanism 55 assists the driver in turning the steering wheel 51 . The power steering mechanism 55 includes, for example, an electric motor (not shown), and assists the driver in steering by driving the electric motor. As a result, turning assistance of the vehicle 2 is realized.

Torque sensor 53 detects steering torque generated by steering by the driver, and outputs the detection result to control device 200 .

Control device 200 further has a function of controlling the operation of power steering mechanism 55 as compared with control device 100 described above. The control unit 230 of the control device 200 further includes a power steering control unit 231, for example, compared to the control unit 130 of the control device 100 described above.

The power steering control unit 231 controls the steering assist amount by the power steering mechanism 55 by controlling the operation of the power steering mechanism 55 . Specifically, the power steering control unit 231 controls the steering assist amount of the power steering mechanism 55 by controlling the operation of the electric motor of the power steering mechanism 55 .

For example, the power steering control unit 231 controls the steering assist amount according to the steering torque by the driver. Specifically, the power steering control unit 231 increases the steering assist amount as the steering torque by the driver increases.

In addition, the power steering control unit 231 adjusts the assist amount of steering by the power steering mechanism 55 so as to cancel the increase in the driving force applied to the front wheels due to the execution of the braking/driving control in the braking/driving control. Control. Here, the increment in the driving force applied to the front wheels due to the execution of the braking/driving control is the same when the braking/driving control is executed and when the braking/driving control is not executed when the acceleration request is the same. It corresponds to the difference in driving force applied to the front wheels over time.

As described above, in the braking/driving control, specifically, the driving force obtained by adding the driving force corresponding to the acceleration request to the driving force balanced with the braking force applied to the rear wheels is applied to the front wheels. Also, in normal times, driving force can be applied to both the front wheels and the rear wheels. Therefore, even if the acceleration request is the same, when the braking/driving control is executed, the driving force applied to the front wheels can be increased compared to the normal time when the braking/driving control is not executed. As a result, the driver may feel that the steering becomes heavy due to the braking/driving control being executed.

In the control device 200 according to the application example, in the braking/driving control, the steering assist amount by the power steering mechanism 55 is adjusted so as to cancel the increase in the driving force applied to the front wheels due to the execution of the braking/driving control. is controlled. As a result, it is possible to prevent the driver from feeling that the steering becomes heavy due to the execution of the braking/driving control. Therefore, it is possible to suppress an increase in uncomfortable feeling related to steering.

<5. Conclusion>
As described above, in the control device 100 according to the present embodiment, when the vehicle 1 enters a crosswind section in which the crosswind component of the wind speed is higher than the threshold value, the driving force is applied to the front wheels and the braking force is applied to the rear wheels. is started. As a result, when the vehicle 1 enters a crosswind section, the vehicle height of the vehicle 1 can be lowered in advance, so that the running stability is not lowered due to the crosswind of the vehicle 1 during running. can be suppressed.

Furthermore, in the control device 100 according to the present embodiment, it is possible to suppress deterioration in running stability caused by crosswinds without providing an adjustment mechanism that can adjust each characteristic of the vehicle 1. can be suppressed from increasing. Also, it is possible to suppress deterioration of drivability due to adjustment of characteristics of the vehicle 1 such as the damping force of the suspension and the rigidity of the stabilizer.

Although the vehicle 1 has been described above as an example of a vehicle in which the control device 100 is mounted, the vehicle in which the control device 100 is mounted must be able to apply driving force to the front wheels and apply braking force to the rear wheels. However, it is not limited to such an example. For example, the control device 100 may be installed in a vehicle equipped with an engine capable of outputting power to be transmitted to the front wheels as a drive source. In that case, control device 100 can apply driving force to the front wheels by controlling the operation of the engine. Further, the control device 100 can apply a braking force to the rear wheels by controlling the operation of a brake device that is provided in the vehicle and brakes the rear wheels. As a result, braking/driving control can be executed in which the driving force is applied to the front wheels and the braking force is applied to the rear wheels.

Further, in the above-described braking/driving control, the operation of the inverter 17r is controlled by the control device 100, whereby power is transmitted to the rear wheels in a direction opposite to the rotational direction, thereby applying a braking force to the rear wheels. Although examples have been described, braking force may be applied to the rear wheels in other ways. For example, in the braking/driving control, the control device 100 may apply a braking force to the rear wheels by controlling the operation of a braking device provided in the vehicle 1 that brakes the rear wheels. In that case, the inverter 17r and the motor 15r may be omitted from the vehicle 1 configuration.

In the above description, an example of determining whether or not the end point of the crosswind section has been reached based on the information of the end point P2 of the crosswind section included in the wind information transmitted from the crosswind sensor 5 has been described. It may be determined that the end point is reached depending on the method. For example, crosswinds may be detected by a pressure sensor or the like provided in the vehicle 1, and it may be determined that the end point of the crosswind section has been reached when the crosswind component becomes lower than a threshold value. Further, even if a point on the traveling road that is a predetermined distance away from the start point P1 of the crosswind section is set as the end point P2 of the crosswind section, and it is determined that the end point of the crosswind section has been reached when the predetermined distance has passed. good.

Also, the processes described using the flowcharts in this specification do not necessarily have to be executed in the order shown in the flowcharts. Some processing steps may be performed in parallel. For example, with respect to the flowchart shown in FIG. 3, the processes of steps S501 and S503 may not be executed in the order shown in the flowchart, and may be executed in parallel. Further, the processing of steps S506 to S513 may not be executed in the order shown in the flowchart, and some of them may be executed in parallel. Also, additional processing steps may be employed, and some processing steps may be omitted.

Although the preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, the present invention is not limited to such examples. It is obvious that a person having ordinary knowledge in the technical field to which the present invention belongs can conceive of various modifications or applications within the scope of the technical idea described in the claims. It is understood that these also naturally belong to the technical scope of the present invention.

1, 2 Vehicle 11a Left front wheel 11b Right front wheel 11c Left rear wheel 11d Right rear wheel 13f Front differential device 13r Rear differential device 15f, 15r Motors 17f, 17r Inverter 19 Battery 31 Vehicle speed sensor 41 Communication device 43 Car navigation device 51 Steering wheel 53 Torque sensor 55 Power steering mechanism 100, 200 Control device 110 Acquisition unit 130, 230 Control unit 131 Detection unit 132 Determination unit 133 Arrival time calculation unit 134 Target braking force calculation unit 135 Transition time calculation unit 136 Motor control unit 231 Power steering control unit

Claims (5)

an acquisition unit that acquires position information of the vehicle and wind information about the wind on the road;
When the vehicle enters a crosswind section in which the crosswind component of the wind speed contained in the wind information is higher than a threshold value, control for starting braking and driving control that applies driving force to the front wheels and braking force to the rear wheels. Department and
with
The control unit
calculating a target braking force, which is a target value in the braking/driving control of the braking force applied to the rear wheels, based on the crosswind component of the wind speed in the crosswind section;
shifting the driving force distribution ratios of the front wheels and the rear wheels to the distribution ratios of the front-wheel drive state at a second time rate of change until the braking/driving control is started;
starting the braking/driving control before the vehicle reaches the start point of the crosswind section after shifting the driving force distribution ratios of the front wheels and the rear wheels to the distribution ratio of the front wheel drive state ;
After starting the braking/driving control, shifting the braking force applied to the rear wheels to the target braking force at a first time rate of change until the vehicle reaches the start point,
Vehicle controller. The control unit
calculating the arrival time for the vehicle to reach the starting point;
Distribution ratio transition time until the driving force distribution ratios of the front wheels and the rear wheels transition from the distribution ratios in the normal time when the braking/driving control is not executed to the distribution ratios in the front wheel drive state at the second time rate of change. to calculate
calculating a braking force transition time from when the braking/driving control is started until the braking force applied to the rear wheels transitions to the target braking force at the first rate of change;
Determining a time point at which a shift of the driving force distribution ratios of the front wheels and the rear wheels to the distribution ratio of the front wheel drive state is started based on the arrival time, the distribution ratio transition time, and the braking force transition time,
The vehicle control device according to claim 1 . In the braking/driving control, the control unit applies to the front wheels a driving force obtained by adding a driving force corresponding to an acceleration request to a driving force balanced with a braking force applied to the rear wheels.
3. The vehicle control device according to claim 1 or 2 . The control unit calculates the target braking force based on characteristics of the vehicle that affect roll stiffness of the vehicle.
The vehicle control device according to any one of claims 1 to 3 . The vehicle includes a power steering mechanism that assists steering by the driver,
In the braking/driving control, the control unit controls a steering assist amount by the power steering mechanism so as to cancel an increase in driving force applied to the front wheels due to the execution of the braking/driving control. do,
The vehicle control device according to any one of claims 1 to 4.

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