JP7395765B2 - Control device, control method - Google Patents

Description

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

In the driving environment of vehicles, steps such as curbstones are provided as boundaries, and vehicles routinely climb over the steps to proceed to a parking space. In situations where it is not possible to cross the curb by lightly pressing the accelerator pedal, for example, in situations where there is a building beyond the parking space, there is a risk of collision with the building depending on the driving operation, and the driver's Due to psychological factors such as risk avoidance, it may be difficult to press the accelerator. There is a certain response delay in human accelerator operation, so if a sudden increase in speed occurs when you press the accelerator to a high degree and try to drive over a curb, it is necessary to detect the increase in vehicle speed, release the accelerator, and apply the brake. Due to the delay, the vehicle speed may increase and the vehicle may travel further than expected. Patent Document 1 describes an engine rotation speed detection means, a vehicle speed detection means, an accelerator opening detection means, a throttle opening detection means, a throttle driving means, and an accelerator operation is performed from the output signals of each detection means. When the vehicle speed is substantially zero and the engine speed exceeds the threshold even though the vehicle is running, the system recognizes that there is a partial high load state and gradually increases the throttle opening threshold from a predetermined minimum value. A throttle control device is disclosed, comprising: control means for controlling the throttle drive means so that the throttle opening reaches the threshold value.

Japanese Patent Application Publication No. 08-200111

In the invention described in Patent Document 1, there is room for improvement in the behavior when riding on a step.

A control device according to a first aspect of the present invention is a control device mounted on a vehicle, and the vehicle includes a drive device that generates a driving force of the vehicle, and a drive device that controls the driving force generated by the drive device. a control device; and a rotation sensor that measures information related to the rotational position of a wheel included in the vehicle; a driving force information acquisition unit that acquires information related to the driving force; a rotation information acquisition unit that acquires related information; an estimation unit that estimates a state of overcoming a step in the vehicle using the change in the rotational position and the information regarding the driving force; a correction unit that corrects the driving force controlled by the drive control device in accordance with the overcoming state ; and a vehicle speed information acquisition unit that obtains information on the speed of the vehicle; The driving force is corrected according to the speed of the vehicle before contacting the step, and the speed of the vehicle is kept constant before and after overcoming the step.
A control method according to a second aspect of the present invention is a control method executed by a control device mounted on a vehicle, wherein the vehicle includes a drive device that generates a driving force of the vehicle, and a drive force that is generated by the drive device. a drive control device that controls force; and a rotation sensor that measures information related to the rotational position of a wheel included in the vehicle; estimating a state of the vehicle overcoming a step by using information regarding the change in the rotational position and the driving force; and acquiring information on the speed of the vehicle. By correcting the driving force controlled by the drive control device according to the estimated overcoming state and the speed of the vehicle before the vehicle contacts the step, the vehicle can be adjusted before and after overcoming the step. and keeping the speed constant .

According to the present invention, it is possible to reduce the driving force when the vehicle has completed climbing onto a step, thereby reducing the increase in vehicle speed.

Vehicle configuration diagram Functional block diagram of control device Diagram showing the movement in time series when a tire runs over a bump Diagram showing time-series changes in rotor angle cumulative value and command torque Diagram explaining variable definition and calculation Flowchart showing the step handling process of the control device

-First embodiment-
A first embodiment of the control device will be described below with reference to FIGS. 1 to 6.

(Vehicle configuration)
FIG. 1 is a configuration diagram of the vehicle 9. As shown in FIG. The vehicle 9 includes a motor M, a differential gear D, tires W, an inverter 29, a control device 10, a power sensor 21, a vehicle speed sensor 23, a tilt sensor 24, and a pedal detection section 25.

Motor M receives power from inverter 29 . The motor M includes a rotor, a stator, and a rotation sensor S. A rotation sensor S fixed to the stator detects the rotation angle of the rotor and outputs it to the inverter 29. Note that hereinafter, the angle of the rotor detected by the rotation sensor S will be referred to as a rotor angle θx. Torque generated by the motor M is transmitted to the tires W via the differential gear D. However, due to the presence of the differential gear D, the relationship between the rotor angle θx and the rotation angle of the tire W changes variously. Note that hereinafter, the direction in which the tires W rotate when the vehicle 9 moves forward will be referred to as "positive rotation" or "positive rotation."

Inverter 29 supplies electric power to motor M based on commands from a vehicle control device and control device 10 (not shown). Specifically, the inverter 29 controls the current and frequency of the electric power supplied to the motor M to generate the driving force (hereinafter referred to as "command torque") specified by the vehicle control device and the control device 10 (not shown). It is generated in the tire W. Note that the inverter 29 receives power from a battery (not shown). A vehicle control device (not shown) instructs the inverter to generate a driving force based on the amount of operation of the brake pedal or accelerator pedal by the occupant of the vehicle 9, or based on computer calculations.

The power sensor 21 acquires information on the power that the inverter 29 supplies to the motor M, and outputs the acquired power information to the control device 10. The power information is, for example, current information and voltage information, or information about the product of current and voltage. However, if the voltage supplied to the motor M is constant, the power information may only be information indicating the magnitude of the current.

Vehicle speed sensor 23 is a sensor that measures the relative speed between vehicle 9 and the ground surface. The vehicle speed sensor 23 may be mechanical, electrical, or electronic. Vehicle speed sensor 23 outputs information on the measured speed of vehicle 9 to control device 10 . The tilt sensor 24 is a sensor that measures the tilt of the vehicle 9. The tilt sensor 24 detects at least an angular change in the pitch direction. The tilt sensor 24 outputs information regarding the measured tilt of the vehicle 9 to the control device 10. The pedal detection unit 25 detects the amount of depression of an accelerator pedal and a brake pedal provided in the vehicle 9. The pedal detection unit 25 outputs information on the detected amount of pedal depression to a vehicle control device (not shown).

The control device 10 is, for example, an electronic control unit. The control device 10 includes a calculation section 10A and a communication section 10B. The communication unit 10B is a communication module that communicates with other devices mounted on the vehicle 9, such as the inverter 29 and the power sensor 21. The communication unit 10B complies with communication standards such as IEEE802.3, for example.

The control device 10 acquires various information from the rotation sensor S that detects the angle of the rotor of the motor M, the vehicle speed sensor 23, the tilt sensor 24, and the pedal detection section 25 using the communication section 10B. Using this information, the control device 10 executes a process for correcting the driving force of the inverter 29 when the vehicle 9 runs over a level difference, that is, a process corresponding to the level difference. The level difference handling process will be described in detail later.

The calculation unit 10A includes a CPU which is a central processing unit, a ROM which is a read-only storage device, and a RAM which is a readable and writable storage device, and the CPU expands a program stored in the ROM into the RAM and executes it. performs the calculation described later. The calculation unit may be realized by an FPGA (Field Programmable Gate Array), which is a rewritable logic circuit, or an ASIC (Application Specific Integrated Circuit), which is an integrated circuit for a specific purpose, instead of a combination of a CPU, ROM, and RAM. . Furthermore, instead of the combination of the CPU, ROM, and RAM, the arithmetic unit may be realized by a combination of different configurations, such as a combination of the CPU, ROM, RAM, and FPGA.

(Functional configuration)
FIG. 2 is a functional block diagram showing functions of the control device 10 as blocks. The control device 10 has a driving force information acquisition section 11-1, a rotation information acquisition section 11-2, a vehicle speed information acquisition section 11-3, an inclination information acquisition section 11-4, and a depression amount acquisition section 11 as its functions. -5, an estimation section 12, and a correction section 13. The driving force information acquisition section 11-1, the rotation information acquisition section 11-2, the vehicle speed information acquisition section 11-3, the inclination information acquisition section 11-4, and the depression amount acquisition section 11-5 are realized by the communication section 10B. . The estimation section 12 and the correction section 13 are realized by the calculation section 10A.

The driving force information acquisition unit 11-1 acquires information on the power applied to the motor M from the power sensor 21. The rotation information acquisition unit 11-2 acquires information on the rotational position of the rotor built into the motor M from the rotation sensor S. The vehicle speed information of the vehicle 9 is acquired from the vehicle speed information acquisition unit 11-3 and the vehicle speed sensor 23. The tilt information acquisition unit 11-4 acquires information on the tilt of the vehicle 9 from the tilt sensor 24. The depression amount obtaining unit 11-5 obtains information on the depression amounts of the accelerator pedal and the brake pedal from the pedal detection unit 25.

The estimating unit 12 estimates a state in which the vehicle 9 crosses a step. The estimated state of climbing over a step is, for example, a state in which the vehicle 9 hits the step and is stopped, a state in which the vehicle 9 has started running onto the step, a state in which the vehicle 9 has completed running onto the step, and the like. The correction unit 13 corrects the driving force controlled by the inverter 29 according to the overcoming state estimated by the estimation unit 12.

(Overview of control)
3 to 4 are diagrams showing an overview of control by the control device 10 in this embodiment. FIG. 3 shows the movement in time series from time t=t0 to t40 when the tires W of the vehicle 9 run over the step B. At time t0, the tire W is approaching the step B. At time t10, the tire W is stopped in contact with the step B, and there is no change until time t11. At time t11, rotation of the tire W starts, and at time t20, the tire W is running over the step B. At time t3, the tire W has completely climbed onto the step B. At time t4, the tire W is running on the step B. Note that control of the command torque will be described later.

FIG. 4 is a diagram showing time-series changes in the rotor angle cumulative value of the rotor angle θx and the command torque, and times t0 to t4 shown in FIG. 4 correspond to the times shown in FIG. 3. However, FIG. 4 also shows time t12, which is not shown in FIG. 3. The rotor angle cumulative value shown in the upper part of FIG. 4 increases as the vehicle 9 moves forward and the tires W rotate in the forward direction. When the vehicle 9 is at rest, that is, when the tires W are stationary, the rotor angle cumulative value is a constant value. Note that the upper part of FIG. 4 shows details of the rotor angle cumulative value from time t11 to time t12.

At time t0, the command torque is Ts0 and the rotor angle cumulative value is θs0. From time t0 to time t10, the vehicle 9 moves forward with a constant command torque Ts0 without contacting any obstacles, and the tires W continue to rotate in the positive direction, so the rotor angle cumulative value increases to θs1. At time t10, the tire W hits the step B and the movement of the vehicle 9 stops, so the rotor angle cumulative value remains constant at θs1. The command torque increases from time t10 when the rotation of the tire W stops, and the tire W starts rotating again at time t11. Therefore, at time t11, the rotor angle cumulative value was θs1, but at time t12, the rotor angle cumulative value increased to θs1+θα. The command torque continues to increase at time t11 as well.

At time t12, the command torque starts to decrease. The command torque at time t12 is Ts1. Thereafter, the command torque continues to decrease from time t20 until time t30, and the tire W continues to rotate. At time t30 when the tire W completely runs over the step B, the command torque stops decreasing at the value Ts0, and the rotor angle cumulative value reaches θs3. Thereafter, the tire W continues to rotate, and the rotor angle cumulative value reaches θs4 at time t40.

(a formula)
FIG. 5 is a diagram illustrating the definition and calculation of variables. FIG. 5 shows the positional relationship between the tire W and the step B in the three time periods shown in FIG. In this figure, a center line is attached to the tire W to clearly indicate the direction of the gravitational acceleration that occurs vertically downward. That is, the dashed dotted line in the vertical direction in this figure indicates the vertical direction.

In this embodiment, a point on the surface of the tire W that contacts the step B is defined as a contact point C. Furthermore, the angle formed by the line segment connecting the center O of the tire W and the contact point C with the vertical direction is defined as a contact angle φx, and in particular, the contact angle φx from time t10 to t11 is defined as an initial contact angle φc. The contact angle φx changes as the tire W rides on the step B. In this embodiment, the vehicle 9 does not include a sensor that can directly measure the contact angle φx. The contact angle φx is estimated as described below. The initial contact angle φc is a value determined by the height of the step B and the size of the tire W, and is calculated by calculation as described below.

Here, if the weight of the vehicle 9 is M, the radius of the tire W is r, the gravitational acceleration is G, and the rolling resistance torque of the vehicle 9 is Tr, then the necessary axle torque T(x ) is as shown in Equation 1 below.

T(x)=G×sin(φx)×M×r+Tr...(Formula 1)

That is, the required axle torque T(x) is the product of the gravitational acceleration G, the sine of φx, the mass of the vehicle 9, and the radius r of the tire W, plus the rolling resistance torque Tr. Applying this equation 1 from time t10 to t11, the required axle torque T(c) at the initial contact angle φc is expressed by the following equation 2.

T(c)=G×sin(φc)×M×r+Tr...(Formula 2)

By transforming this equation 2, φc is expressed as the following equation 3.

φc=Asin{ (T(c)-Tr)/G×M×r} ...(Formula 3)

However, in Equation 3, Asin represents an arc sine. Further, in this embodiment, the rotation angle φ of the tire W and the rotor angle θx have a relationship expressed by the following equation 4 using a coefficient a and an offset value b.

φ=a×θx+b (Formula 4)

The offset value b changes to various values as the differential gear D operates, and therefore changes during the period from the start of travel to the arrival at the destination. However, it can be assumed that there is no change in the period from when the vehicle travels straight over a short distance, for example, from the start of running over step B to the completion of running over step B. The coefficient a is influenced by the size of the rotor built into the motor M, the ratio of gears in the differential gear D, the size of the tires W, and the like. However, the sizes of the rotor and tires W are known, and the gear ratio of the differential gear D is based on a steering operation from which the control device 10 can acquire information in real time, so the coefficient a can be treated as known information.

Therefore, if the initial contact angle φc is calculated using the value of the axle torque T(c) at time t11, then by temporarily storing the rotor angle θx at time t11, the newly obtained rotor angle θx can be used to calculate the initial contact angle φc. The value of the contact angle φx can be calculated.

(flowchart)
FIG. 6 is a flowchart showing the step handling process of the control device 10. For example, the control device 10 executes the level difference handling process shown in FIG. 6 when the speed of the vehicle is below a predetermined value. First, in step S301, the control device 10 reads the value of the rotor angle θx, and determines whether there is a change from the rotor angle θx read immediately before. If the control device 10 determines that there is a change, it stays at step S301, and if it determines that there is no change, it proceeds to step S302. Note that in determining the presence or absence of a change in this step, a change within a predetermined range may be determined to be no change, taking into consideration fluctuations in the output of the rotor angle θx.

In step S302, the control device 10 determines whether the command torque is larger than a predetermined threshold torque Tth. The threshold torque Tth has a value greater than or equal to the rolling resistance torque Tr. If the command torque is larger than the threshold torque Tth, the control device 10 determines that the vehicle 9 has hit the step B and has stopped, and proceeds to step S303, and if it determines that the command torque is less than or equal to the threshold torque Tth. returns to step S301. Note that this step is intended to prevent the step adjustment process from being started when the torque sufficient to move the vehicle 9 is not generated, such as immediately after the vehicle 9 starts driving.

In step S303, the control device 10 stores the value of the rotor angle θx at this time as the stopped rotor angle θ0. Note that the rotor angle θ0 at the time of stop is a value corresponding to θs1 in FIG. 3. In subsequent step S304, the control device 10 increases the drive command torque to the inverter 29 by a minute value ΔT.

In the following step S305, the control device 10 compares the rotor angle θx with the sum of the stop rotor angle θ0 and the predetermined value θα set in step S303. θα is a predetermined value greater than or equal to zero, and is similar to θα in FIG. 3 . If the control device 10 determines that θx is larger than the sum of θ0 and θα, it determines that the tire W has started rotating to get over the step B, and proceeds to step S306. If the control device 10 determines that θx is less than or equal to the sum of θ0 and θα, the control device 10 returns to step S304 and increases the command torque.

In step S306, the control device 10 determines the initial contact angle φc using the value of the command torque when the determination in step S305 is affirmative, that is, the value of the command torque when the tire W starts rotating to get over the step B. calculate. Equation 3 described above is used for this calculation. Specifically, the value of the command torque when an affirmative determination is made in step S305 is used as T(c) in Equation 3.

In the following step S307, the control device 10 calculates a command torque based on the current rotor angle θx, the rotor angle at rest θ0, and the initial contact angle φc calculated in step S306. Specifically, the contact angle φx is calculated as shown in Equation 5 below, and this is substituted into Equation 1 described above to calculate the necessary axle torque.

φx=φc-a×(θx-θ0) (Formula 5)

That is, first, the difference between θx and θ0 is calculated, and the product of this and the coefficient a in Equation 4 is calculated. Since the product obtained in this way represents the change from the initial contact angle φc, the difference from the initial contact angle φc is calculated to obtain the contact angle φx.

In the following step S308, the control device 10 determines whether the contact angle φx calculated in step S307 is less than or equal to zero. If it is determined that the contact angle φx is less than or equal to zero, the control device 10 ends the process of FIG. If it is determined that it is greater than zero, the process returns to step S307. The above is the explanation of FIG.

According to the first embodiment described above, the following effects can be obtained.
(1) The control device 10 is mounted on the vehicle 9. The vehicle 9 is connected to a motor M which is a drive device that generates the driving force of the vehicle 9, an inverter 29 which is a drive control device which controls the driving force generated by the motor M, and a rotational position of the tires W included in the vehicle 9. It includes a rotation sensor S that measures information. The control device 10 includes a driving force information acquisition unit 11-1 that acquires information regarding the driving force generated by the motor M, and a rotation information acquisition unit 11-2 that acquires information related to the rotational position measured by the rotation sensor S. , an estimating unit 12 that estimates a state of overcoming a step in the vehicle 9 using information on changes in rotational position and driving force; and a driving force that is controlled by a drive control device according to the overcoming state estimated by the estimating unit 12. and a correction unit 13 that corrects. Therefore, it is possible to reduce the driving force when the vehicle has completed climbing onto the step, thereby reducing the increase in vehicle speed.

(2) When the correction unit 13 determines that the vehicle 9 has hit the step and has stopped, it increases the driving force (step S304), and when it determines that the vehicle 9 has started running onto the step, it reduces the driving force ( Step S307). Therefore, the driving force can be increased until the vehicle starts climbing onto the step, and once the vehicle starts climbing, the driving force can be decreased, and the driving force can be reduced when the vehicle has completed climbing the step.

(3) The estimating unit 12 estimates the contact angle φx, which is the angle formed by the vertical direction and the line segment connecting the contact point C where the tire W of the vehicle 9 contacts the step and the center O of the tire W (step S307). . The correction unit 13 corrects the driving force based on the contact angle φx. Therefore, it is possible to obtain an optimum driving force according to the contact angle φx.

(4) The drive device is a motor M having a built-in rotor. The rotation sensor S measures the rotational position of a rotor built into the motor M. The information related to the rotational position is the rotational position of the rotor. Therefore, information related to the rotational position of the tire W can be acquired at low cost. As described above, the correlation between the rotational position of the rotor and the rotational position of the tire W changes depending on the differential gear D and the like. However, the correlation between the two can be considered to be known during the period from the start of running onto the step B until the completion of running onto the step B.

(5) The drive device is a motor M. The driving force information acquisition unit 11-1 acquires information on the electric power applied to the motor M, and the estimating unit 12 calculates the driving force generated by the motor M using the information on the electric power. Therefore, the control device 10 can reduce the driving force when the vehicle has completed climbing onto a step without acquiring information regarding the driving force from the inverter 29.

(Modification 1)
The vehicle 9 does not need to include the tilt sensor 24. Furthermore, the control device 10 does not need to include the inclination information acquisition section 11-4 and the depression amount acquisition section 11-5. Further, the driving force information acquisition unit 11-1 may acquire power information from the inverter 29 instead of acquiring power information from the power sensor 21.

(Modification 2)
In the first embodiment described above, the vehicle 9 includes the motor M. However, the vehicle 9 may include an engine instead of the motor M. In this case, the rotation sensor S measures the rotational position of the drive shaft and tires W. According to this second modification, the present invention can also be applied to a vehicle that does not include the motor M.

(Modification 3)
The correction unit 13 may correct the driving force according to the speed of the vehicle 9 before the vehicle 9 contacts the step. In this case, the correction unit 13 constantly monitors the speed of the vehicle 9, calculates the average speed for a predetermined period, for example, 10 seconds immediately before the vehicle 9 stops, and sets the command torque corresponding to the average speed in step S307. to add.

According to this modification 3, the following effects can be obtained.
(6) The control device 10 includes a vehicle speed information acquisition unit 11-3 that acquires information on the speed of the vehicle 9. The correction unit 13 corrects the driving force according to the speed of the vehicle 9 before the vehicle 9 contacts the step. Therefore, the control device 10 can keep the speed of the vehicle 9 constant before and after running onto the step B.

(Modification 4)
In the first embodiment described above, the initial contact angle φc is estimated using the driving force when the vehicle 9 starts moving after stopping, and the vehicle 9 is able to overcome the step B based on the subsequent change in the rotor angle θx. The state was estimated. However, the estimation unit 12 may estimate the state of the vehicle 9 overcoming the step B by acquiring tilt information from the tilt sensor 22 included in the vehicle 9.

According to this modification 4, the following effects can be obtained.
(7) The vehicle 9 includes a tilt sensor 22 that detects the tilt of the vehicle 9 in the pitch direction. The control device 10 includes a tilt information acquisition unit 11-4 that acquires tilt information that is information on the tilt in the pitch direction detected by the tilt sensor 22. The estimation unit 12 estimates the state of climbing over a step using the slope information. Therefore, the control device 10 can estimate the overcoming state of the step B more reliably.

(Modification 5)
The correction unit 13 may consider the amount of depression of the brake pedal by the occupant of the vehicle 9. In this case, the control device 10 acquires information on the amount of depression of the brake pedal of the vehicle 9 from the amount of depression acquisition section 11-5. Then, in step S307, the driving force is decreased according to the amount of depression of the brake pedal. Note that the correction unit 13 may also reduce the driving force in step S304 according to the amount of depression of the brake pedal.

According to this modification 5, the following effects can be obtained.
(8) The vehicle 9 includes a pedal detection unit 25 that detects the amount of depression of the brake pedal of the vehicle 9. The control device 10 includes a depression amount acquisition section 11-5 that obtains information on the depression amount from the pedal detection section 25. The correction unit 13 reduces the driving force according to the amount of depression. Therefore, the control device 10 can reduce the driving force reflecting the intention of the occupant of the vehicle 9.

In the embodiments and modifications described above, the configurations of the functional blocks are merely examples. Several functional configurations shown as separate functional blocks may be integrated, or a configuration shown in one functional block diagram may be divided into two or more functions. Further, a configuration may be adopted in which some of the functions of each functional block are provided in other functional blocks.

In each of the embodiments and modifications described above, the program is stored in a ROM (not shown), but the program may be stored in a non-volatile storage area. Further, the control device 10 may be provided with an input/output interface (not shown), and the program may be read from another device when necessary via the input/output interface and a medium that can be used by the control device 10. Here, the medium refers to, for example, a storage medium that is removably attached to an input/output interface, or a communication medium, that is, a wired, wireless, or optical network, or a carrier wave or digital signal that propagates through the network. Further, part or all of the functions realized by the program may be realized by a hardware circuit or an FPGA.

The embodiments and modifications described above may be combined. Although various embodiments and modifications have been described above, the present invention is not limited to these. Other embodiments considered within the technical spirit of the present invention are also included within the scope of the present invention.

10...Control device 10A...Calculation unit 10B...Communication unit 12...Estimation unit 13...Correction unit 29...Inverter B...Step M...Motor S...Rotation sensor W...Tire ΔT...Minimum value θ0...Rotor angle at stop θx...Rotor angle φc…Initial contact angle φx…Contact angle

Claims (8)

A control device mounted on a vehicle,
The vehicle includes a drive device that generates a driving force of the vehicle, a drive control device that controls the drive force generated by the drive device, and a rotation sensor that measures information related to the rotational position of a wheel provided in the vehicle. Prepare,
a driving force information acquisition unit that acquires information regarding the driving force;
a rotation information acquisition unit that acquires information related to the rotational position measured by the rotation sensor;
an estimation unit that estimates a state of overcoming a step in the vehicle using information regarding the change in the rotational position and the driving force;
a correction unit that corrects the driving force controlled by the drive control device according to the overcoming state estimated by the estimation unit;
and a vehicle speed information acquisition unit that acquires information on the speed of the vehicle,
The correction unit further corrects the driving force according to the speed of the vehicle before the vehicle contacts the step, and maintains the speed of the vehicle constant before and after overcoming the step. The control device according to claim 1,
The correction unit increases the driving force when determining that the vehicle has hit the step and stopped, and decreases the driving force when determining that the vehicle has started running onto the step. The control device according to claim 1,
The estimating unit estimates a contact angle that is an angle formed by a line segment connecting a contact point where the tire of the vehicle contacts the step and the center of the tire with a vertical direction,
The correction unit is a control device that corrects the driving force based on the contact angle. The control device according to claim 1,
The drive device is a motor with a built-in rotor,
The rotation sensor measures the rotational position of a rotor built into the motor,
The control device, wherein the information related to the rotational position is the rotational position of the rotor. The control device according to claim 1,
The drive device is a motor,
The driving force information acquisition unit acquires information on electric power applied to the motor,
The estimation unit is a control device that calculates the driving force based on the electric power. The control device according to claim 1,
The vehicle includes a tilt sensor that detects a tilt of the vehicle in a pitch direction,
further comprising a tilt information acquisition unit that acquires tilt information that is information on tilt in the pitch direction detected by the tilt sensor,
The estimation unit is a control device that estimates a state of climbing over the step using the slope information. The control device according to claim 1,
The vehicle further includes a pedal detection unit that detects the amount of depression of a brake pedal of the vehicle,
further comprising a depression amount acquisition unit that acquires information on the depression amount from the pedal detection unit,
The correction unit is a control device that reduces the driving force according to the amount of depression. A control method executed by a control device installed in a vehicle, comprising:
The vehicle includes a drive device that generates a driving force of the vehicle, a drive control device that controls the drive force generated by the drive device, and a rotation sensor that measures information related to the rotational position of a wheel provided in the vehicle. Prepare,
obtaining information regarding the driving force;
acquiring information related to the rotational position measured by the rotation sensor;
estimating a state of overcoming a step in the vehicle using information regarding the change in the rotational position and the driving force;
obtaining information on the speed of the vehicle;
The speed of the vehicle before and after getting over the step is corrected by correcting the driving force controlled by the drive control device according to the estimated overcoming state and the speed of the vehicle before the vehicle contacts the step. A control method that includes keeping constant .

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