JP4951901B2 - Control device - Google Patents

Description

  The present invention relates to a control device that operates an actuator device and controls a steering state of a plurality of wheels with respect to a vehicle having a plurality of wheels configured to be steerable and an actuator device that steering-drives the plurality of wheels. In particular, the present invention relates to a control device that can cause a vehicle to generate a resistance force to an external force by controlling the steering state of a wheel.

  There are generally two types of automobiles: a main brake that is used to reduce the traveling speed of a vehicle and a parking brake that prevents a stopped vehicle from moving. In addition to the type of parking brake that is operated by pulling up the brake lever, there is also a type that is operated by depressing the brake pedal (Patent Document 1).

  When the brake lever or pedal of the parking brake is operated by the driver, the wire is pulled in conjunction with the operation, and the brake devices provided on the left and right rear wheels are operated. At the same time, the brake lever or pedal is fixed by the pawl of the ratchet mechanism. As a result, the braking force acting on the left and right rear wheels is maintained, and the parking brake is applied.

On the other hand, when a button or knob provided on the brake lever or pedal is operated, the pawl of the ratchet mechanism is released, so that the brake lever or pedal is returned to the original position. At the same time, the tension state of the wire is released and the braking force acting on the left and right rear wheels is removed. Thereby, the parking brake is released.
JP-A-9-99819

  As described above, the conventional parking brake is configured to maintain the state while transmitting the operation force of the brake lever or the pedal to the brake device through the wire so that the stopped vehicle does not move.

  For this reason, there is a problem that the wire is easily stretched and the play of the brake lever or the pedal is gradually increased, so that regular adjustment work is required. When the parking brake is configured by a hydraulic system, if the parking brake is kept applied, the brake hydraulic pressure is gradually reduced due to internal leakage, and thus the braking force on the wheels cannot be maintained for a long time.

  Further, the conventional parking brake described above has a problem that if the vehicle is driven without returning the brake lever or pedal, so-called brake drag occurs, and the brake device is damaged by frictional heat. For this reason, a notification mechanism for turning on a warning lamp when the brake lever or pedal is not returned is provided, but there is a problem in that the product cost is increased accordingly.

  In addition, since the conventional parking brake described above can generate a braking force by operating the brake lever or pedal even during traveling, the driver or the like may inadvertently operate the brake lever or pedal. If this happens, there is a problem that the behavior of the vehicle becomes unstable and the safety is lowered.

  Further, the above-described conventional parking brake has a problem that it is difficult to provide a fail-safe function for maintaining safety in the event of a failure and lacks reliability. For example, when a vehicle is stopped on a slope and a parking brake is applied, if the wire reaches the end of its life and is cut, the vehicle starts to move under its own weight.

  In addition, a parking brake is used when starting a hill with a manual vehicle. However, in the conventional parking brake described above, an operation of depressing the accelerator pedal and the clutch pedal and an operation of releasing the parking brake are performed in conjunction with each other. Since it is necessary, advanced operation techniques are required. For beginners, there is a problem that an engine stall or a vehicle moves backward or a sudden start occurs.

  The present invention has been made in order to provide a new technique related to parking brakes against the background described above, and by controlling the steering state of wheels, it is possible to generate a resistance force against an external force in the vehicle. The object is to provide a control device.

In order to achieve this object, a control device according to claim 1 is provided for a vehicle having a plurality of wheels configured to be steerable and an actuator device that drives and drives at least one of the plurality of wheels. On the other hand, the actuator device is operated to control the steering state of the plurality of wheels, and the actuator device is operated to move at least one of the plurality of wheels in the rotation direction of the other wheels. Actuator actuating means for steering driving to a parking braking arrangement capable of generating resistance, angle storage means for storing a reference angle value, inclination angle detecting means for detecting the inclination angle of the road surface, and the inclination angle detecting means Angle determination means for determining whether or not the detected value of the tilt angle is equal to or greater than the reference angle value, and the value of the tilt angle is determined by the angle determination means. If it is determined to be equal to or greater than quasi angle value, comprising at least means for determining the steering angle of the wheel based on the value of the tilt angle, wherein the actuator operating means, the inclination angle by said angle determining means When the value of is determined to be equal to or greater than the reference angle value, the actuator device is operated using the wheel steering angle determined by the means for determining the wheel steering angle as a target value, and the steering state of the wheel is determined. Is steered to a parking brake arrangement according to the inclination angle .
The control device according to claim 2 operates the actuator device for a vehicle having a plurality of wheels configured to be steerable and an actuator device for steering driving at least one of the plurality of wheels. The control device controls the steering state of the plurality of wheels, and can actuate the actuator device to generate a resistance force for at least one of the plurality of wheels with respect to the rotation direction of the other wheels. Actuator actuating means for steering driving in a parking brake arrangement, angle storage means for storing a reference angle value, inclination angle detecting means for detecting the inclination angle of the road surface, and the inclination angle detected by the inclination angle detecting means. Angle determination means for determining whether a value is equal to or greater than the reference angle value, and the actuator actuating means is tilted by the angle determination means. When it is determined that the angle value is equal to or greater than the reference angle value, the actuator device is operated to make the steering angle of the wheel on the down slope side of the road surface larger than the steering angle of the wheel on the up slope side. Then, the steering state of the wheel is steered to a parking brake arrangement according to the inclination direction of the road surface.

The control device according to claim 3 is the control device according to claim 1 or 2 , wherein a speed storage means for storing a reference speed value of the vehicle, a ground speed detection means for detecting the ground speed of the vehicle, and the ground Speed determining means for determining whether or not the value of the ground speed detected by the speed detecting means is equal to or less than the reference speed value, and the actuator operating means has the value of the ground speed determined by the speed determining means. When it is determined that the speed is equal to or less than the reference speed value , the actuator device is operated to steer the wheel steering state to the parking brake arrangement.

  The control device according to claim 4 is the control device according to claim 3, wherein the actuator actuating means brings the steering state of the plurality of wheels closer to the parking brake arrangement as the value of the ground speed decreases. As the value of the ground speed increases, the actuator device is operated so that the steering state of the plurality of wheels is brought closer to the steering position according to the operation state of the operation unit operated by the driver to steer the wheels. .

Control device according to claim 5, in the control apparatus according to claim 3 or 4, before Symbol actuator operation means, the value of the inclination angle by said angle determining means is determined to be the reference angle value or more, In addition, when the speed determination means determines that the value of the ground speed is equal to or less than the reference speed value , the actuator device is operated to drive the steering state of the wheel to the parking brake arrangement.

According to the control apparatus of Claim 1 or 2, the parking brake arrangement | positioning which can act | operate an actuator apparatus and can generate | occur | produce a resistance with respect to the rotation direction of another wheel for at least 1 wheel of several wheels. since an actuator operating means for steering drive, the effect of the resistive force generated by the parking car braking arrangement a plurality of wheels utilized as a so-called parking brake, it is possible to secure the vehicle to the stop position There is.

  As a result, in the conventional parking brake, it was necessary to periodically adjust the play of the brake lever or the like generated due to the elongation of the wire. There is an effect that it is possible to improve.

  In addition, when the conventional parking brake is configured by a hydraulic system, the braking force to the wheel cannot be maintained for a long time due to an internal leak of the brake hydraulic pressure, whereas in the present invention, Since the actuator device can be configured as a mechanical type, there is an effect that the state of the parking brake arrangement, that is, the state where the parking brake is applied can be stably maintained for a long time.

  In addition, the conventional parking brake has a problem that it is difficult to provide a fail-safe function to maintain safety at the time of failure, such as when the wire is broken in slope parking, and it is not reliable. In the present invention, since the resistance force generated by the steering state of the wheel (parking braking arrangement) is used as a parking brake, a brake device can be further provided on the wheel separately from the parking brake (parking braking arrangement). There is an effect that the safe function can be secured and the reliability can be improved.

Note that the parking brake arrangement according to claim 1 or 2, for either direction of rotation of the wheels of the wheel of several, at least any one of the wheels resistance of the wheels of the multiple The arrangement is preferably such that it can occur. Accordingly, even when an external force is applied to the vehicle in any direction (all directions) on the parking plane, a resistance force against the external force can be generated, so that the vehicle antitheft effect can be improved. effective.
Further, according to the control device of the first or second aspect, the angle storage means for storing the reference angle value of the vehicle, the inclination angle detection means for detecting the inclination angle with respect to the road surface of the vehicle, and the inclination angle detection means Angle determination means for determining whether or not the detected value of the tilt angle is equal to or greater than a reference angle value, and the actuator actuating means determines that the value of the tilt angle is greater than or equal to the reference angle value. In addition, since the actuator device is operated and the steering state of the wheel is steered to the parking brake arrangement, there is an effect that it is possible to achieve both of ensuring the fixation of the vehicle and suppressing the wear of the wheel.
For example, when parking on a slope, the impact of gravity is greater than when parking on a flat road surface, so use a parking brake arrangement that increases resistance in the direction of gravity. Thus, the vehicle can be more securely fixed at the parking / stopping position. On the other hand, when parked on a flat road surface, the resistance required as a parking brake can be set relatively small compared to when parked on a slope, so the steering amount of the wheel is reduced. By adopting the parking braking arrangement and eliminating unnecessary steering drive, it is possible to suppress the wear of the wheels accordingly.
Further, according to the control device of the first aspect, when the angle determination means determines that the value of the inclination angle is equal to or larger than the reference angle value, the steering angle of the wheel is determined based on at least the value of the inclination angle. And the actuator actuating means operates the actuator device with the wheel rudder angle determined by the means for determining the wheel rudder angle as a target value, and determines the steering state of the wheel according to the inclination angle of the road surface. Therefore, there is an effect that it is possible to achieve both of ensuring the fixation of the vehicle and suppressing the wear of the wheels.
Further, according to the control device of claim 2, the actuator actuating means operates the actuator device so that the rudder angle of the wheel on the descending slope side of the road surface is larger than the rudder angle of the wheel on the ascending slope side, Since the steering state of the wheels is steered to a parking brake arrangement according to the inclination direction of the road surface, when the vehicle tries to move in the downward inclination direction due to gravity, the wheel on the downward inclination side rolls in the downward inclination direction. As a result, the vehicle can be securely fixed at the parking / stopping position. Furthermore, by increasing the steering angle of only the wheels on the descending slope side, unnecessary steering drive as a whole wheel can be eliminated, and the wear of the wheels can be suppressed correspondingly.

According to the control device of the third aspect, in addition to the effect produced by the control device according to the first or second aspect , the actuator operating means has been determined by the speed determination means that the value of the ground speed is equal to or lower than the reference speed. In this case, since the actuator device is operated and the wheels are steered to the parking brake arrangement, the operation burden on the driver can be reduced, and safety can be ensured.

  According to the control device of the fourth aspect, in addition to the effect achieved by the control device according to the third aspect, the actuator actuating means brings the steering state of the wheel closer to the parking brake arrangement as the value of the ground speed of the vehicle decreases. On the other hand, as the value of the ground speed of the vehicle increases, the steering state of the wheel can be brought closer to the steering position according to the operation state of the operation unit operated by the driver to steer the wheel.

Therefore, for example, when the vehicle stops on a downhill, the steering state of the wheels gradually approaches the parking brake arrangement according to the ground speed of the vehicle, so that the vehicle can be stopped smoothly. There is. At the same time, the wheel is parked car braking arrangement, it is possible to generate a resistance force in all directions on the stop plane, there is an effect that it is possible to safely stop the vehicle in the stop position.

  Further, in this case, the driver simply performs a deceleration operation (for example, returns the accelerator pedal, depresses the brake pedal as the main brake), and stops the vehicle and applies the parking brake. Can be done at once. Therefore, an operation such as separately raising the brake lever during parking, which is required for the conventional product, is unnecessary, and the operation burden on the driver can be reduced.

  On the other hand, for example, in a slope start where the vehicle is stopped on an uphill and then started again, an operation unit (for example, a driver operates the steering state of the wheel according to the ground speed of the vehicle according to the ground speed of the vehicle). The steering position according to the operation state of the steering wheel (for example, if the steering wheel is in the operation state instructing straight travel, each wheel can be brought close to the straight travel state), so that it is possible to smoothly start the hill. is there.

  That is, in the conventional product, since it was necessary to perform the release operation of the parking brake separately in conjunction with the operation of the accelerator pedal or the like, an advanced operation technique was required. Therefore, even a beginner can smoothly start a hill without causing problems such as an engine stall, backward movement of the vehicle, or sudden start.

At the same time, the wheel is parked car braking arrangement, it is possible to generate a resistance force in all directions on the stop plane, there is an effect that it is possible to perform hill start safely.

  In addition, in the conventional product, when the driver or the like carelessly operates the brake lever or pedal while driving, the behavior of the vehicle becomes unstable, leading to a decrease in safety. In the present invention, as the value of the ground speed of the vehicle becomes smaller, the wheel steering state is brought closer to the parking brake arrangement, so that it is possible to avoid a decrease in safety due to an inadvertent operation by the driver or the like. There is an effect.

  Further, in the conventional product, when traveling without returning the brake lever or the like, so-called brake drag is generated, and there is a problem that the brake device is damaged by frictional heat. Just by depressing the accelerator pedal and starting the vehicle, the parking brake can be released (the wheel can be moved closer to the steering position according to the operating state of the operating unit from the parking brake arrangement). This is effective in that the breakage of the brake device can be avoided.

  Therefore, according to the present invention, it is not necessary to attach a notification mechanism to the vehicle to notify that the brake lever or the like required for the conventional product has not returned. There is an effect that can be.

According to the control apparatus according to claim 5, in addition to the effects of the control apparatus according to claim 3 or 4, actuators actuating means is the value of the inclination angle with respect to the road surface of the vehicle reference angle value or more, and When it is determined that the ground speed value is equal to or less than the reference speed value, the actuator device is operated and the wheel steering state is steered to the parking brake arrangement so that the transition to the parking brake arrangement is effective. When parked and parked, the transition to the parking brake arrangement is made, while when parked on a flat road where the transition to the parking brake arrangement is relatively unnecessary, the transition to the parking brake arrangement may be restricted. It is possible to reduce the wear of the wheel.

Furthermore, when parked on a slope with a slope greater than or equal to the reference angle value, it is possible to automatically shift to the parking brake arrangement along with the reduction of the ground speed, thereby reducing the operation burden on the driver. The vehicle can be parked and stopped safely and securely. For example, in the conventional product, when the driver inadvertently leaves the vehicle without applying the parking brake, the vehicle travels with its own weight, which is extremely dangerous. For example, it is not necessary for the driver to perform a separate operation to activate the parking brake when the vehicle is parked, so that the burden on the driver is alleviated and the vehicle is securely fixed at the parking position even on a slope. I can leave.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram schematically showing a vehicle 1 on which a control device 100 according to the first embodiment of the present invention is mounted. An arrow FWD in FIG. 1 indicates the forward direction of the vehicle 1. Moreover, in FIG. 1, the state by which the predetermined rudder angle was provided to all the wheels 2 is shown in figure.

  First, a schematic configuration of the vehicle 1 will be described. As shown in FIG. 1, the vehicle 1 includes a vehicle body frame BF, a plurality of (four wheels in this embodiment) wheels 2 supported by the vehicle body frame BF, and wheels that rotate and drive these wheels 2 independently. A drive device 3 and an actuator device 4 for steering and driving each wheel 2 independently are mainly provided.

  The vehicle 1 in 1st Embodiment is comprised so that a parking brake can be applied by making the steering state of the some wheel 2 into the parking brake arrangement | positioning shown in FIG.

  That is, when the driver turns on the parking brake switch 33, the actuator device 4 steers and drives the wheels 2, and shifts the steering state of the plurality of wheels 2 to the parking brake arrangement. As a result, resistance force is generated in all directions on the plane including the ground contact surface of each wheel 2, so that the resistance force can be used as a parking brake so that the vehicle 1 can be fixed so as not to move from the stop position. .

  Next, the detailed configuration of each part will be described. As shown in FIG. 1, the wheel 2 includes four wheels, that is, left and right front wheels 2FL and 2FR positioned on the front side in the traveling direction of the vehicle 1 and left and right rear wheels 2RL and 2RR positioned on the rear side in the traveling direction. The front and rear wheels 2FL to 2RR are configured to be steerable by the steering devices 20 and 30.

  The steering devices 20 and 30 are steering devices for steering each wheel 2, and as shown in FIG. 1, a king pin 21 that supports each wheel 2 so as to be swingable, and a knuckle arm (not shown) of each wheel 2. 1) and a transmission mechanism 23 for transmitting the driving force of the actuator device 4 to the tie rod 22 is mainly provided.

  As described above, the actuator device 4 is a steering drive device for independently driving the wheels 2 and includes four actuators (FL to RR actuators 4FL to 4RR) as shown in FIG. It is configured. When the driver operates the handle 51, a part (for example, only the front wheels 2FL and 2FR) or all of the actuator device 4 is driven, and a steering angle corresponding to the operation amount of the handle 51 is given.

  Even if the driver does not perform the steering wheel operation, for example, when the parking brake switch 33 is turned on, the actuator device 4 (FL to RR actuator 4FL to 4RR) corresponding to each wheel 2 is used. Is driven, and the steering state of the wheel 2 is shifted to the parking brake arrangement.

  Thus, the steering driving of the wheel 2 by the actuator device 4 is caused by the operation of the handle 51, and the steering state of the wheel 2 is parked and braked regardless of whether the steering wheel 51 is operated or not. There are two types, that is, the case where it is performed for the purpose of placing (that is, applying a parking brake). In the present embodiment, the former is referred to as turning control and the latter is referred to as parking control. Details of the parking control will be described later (see FIG. 3).

  Here, in the present embodiment, the FL to RR actuators 4FL to 4RR are constituted by electric motors, and the transmission mechanism portion 23 is constituted by a screw mechanism. When the electric motor is rotated, the rotational motion is converted into a linear motion by the transmission mechanism 23 and transmitted to the tie rod 22. As a result, each wheel 2 is driven to swing around the king pin 21 as a swing center, and a predetermined steering angle is given to each wheel 2.

  The wheel driving device 3 is a rotation driving device for independently rotating and driving each wheel 2, and four electric motors (FL to RR motors 3FL to 3RR) are provided for each wheel 2 as shown in FIG. (Ie, as an in-wheel motor). When the driver operates the accelerator pedal 53, a rotational driving force is applied to each wheel 2 from each wheel driving device 3, and each wheel 2 is rotated at a rotational speed corresponding to the operation amount of the accelerator pedal 53.

  The control device 100 is a control device for controlling each part of the vehicle 1 configured as described above. For example, when the accelerator pedal 53 or the brake pedal 53 is operated, the wheel drive device 3 is driven. On the other hand, when the handle 51 or the parking brake switch 33 is operated, the drive control (turning control, parking control) of the actuator device 4 is performed.

  Next, a detailed configuration of the control device 100 will be described with reference to FIG. FIG. 2 is a block diagram showing an electrical configuration of the control device 100.

  As shown in FIG. 2, the control device 100 includes a CPU 71, a ROM 72, and a RAM 73, which are connected to an input / output port 75 via a bus line 74. A plurality of devices such as the wheel driving device 3 are connected to the input / output port 75.

  The CPU 71 is an arithmetic unit that controls each unit connected by the bus line 74. The ROM 72 is a non-rewritable nonvolatile memory storing a control program executed by the CPU 71 (for example, a flowchart of the parking control process shown in FIG. 3) and fixed value data, and the RAM 73 is an execution of the control program. It is a memory for storing various work data, flags, etc. sometimes rewritable.

  Here, the ROM 72 is provided with a parking brake arrangement table 72a as shown in FIG. The parking braking arrangement table 72a is a table that stores the steering state (steering angle) of each wheel 2 at the time of parking braking arrangement. When the parking brake switch 33 is turned on by the driver, the CPU 71 shifts the steering state of each wheel 2 to the parking brake arrangement based on the contents of the parking brake arrangement table 72a.

  On the other hand, as shown in FIG. 2, the RAM 73 is provided with a stop-time placement memory 73a and a brake flag 73b. The stop-time placement memory 73a is a memory for storing the steering state (steering angle) of each wheel 2 before the transition to the parking brake placement (that is, before the parking brake is applied) as the stop-time placement. When the parking brake switch 33 is turned off by the driver, the CPU 71 reads the stop-time arrangement from the stop-time arrangement memory 73a, and returns the steering state of each wheel 2 from the parking brake arrangement to the stop-time arrangement.

  The brake flag 73b is a flag for indicating whether or not the steering state of each wheel 2 is in the parking brake arrangement (that is, whether or not the parking brake is applied). It is set to “1” when the parking braking arrangement is shifted (see S8 in FIG. 3), and is set to “0” when the parking braking arrangement is released (that is, when the parking braking arrangement is shifted). (Refer to FIG. 3 S12).

  As described above, the wheel drive device 3 is a device for rotationally driving each wheel 2 (see FIG. 1), and includes four FL to RR motors 3FL to 3RR that apply a rotational driving force to each wheel 2. And a drive circuit (not shown) for driving and controlling each of the motors 3FL to 3RR based on a command from the CPU 71.

  Further, as described above, the actuator device 4 is a device for steering and driving each wheel 2, and includes four FL to RR actuators 4FL to 4RR that apply a steering driving force to each wheel 2, and each of these actuators. 4FL to 4RR are provided with a drive circuit (not shown) for driving and controlling based on a command from the CPU 71.

  The steering angle sensor device 31 is a device for detecting the steering angle of each wheel 2 and outputting the detection result to the CPU 71. The four FL to RR steering angles for detecting the steering angle of each wheel 2 respectively. Sensors 31FL to 31RR and a processing circuit (not shown) for processing the detection results of the steering angle sensors 31FL to 31RR and outputting the results to the CPU 71 are provided.

  In this embodiment, each steering angle sensor 31FL to 31RR is provided in each transmission mechanism unit 23, and the transmission mechanism unit 23 detects the number of rotations when the rotational motion is converted into linear motion. It is configured as a rotary angle sensor of the type. Since this rotational speed is proportional to the amount of displacement of the tie rod 22, the CPU 71 can obtain the steering angle of each wheel 2 based on the detection result (the rotational speed) input from the steering angle sensor device 31.

  Here, the rudder angle detected by the rudder angle sensor device 31 is an angle formed by the center line of each wheel 2 and a reference line (both lines not shown) of the vehicle 1 (body frame BF). It is an angle that is determined independently of the direction of travel.

  The vehicle speed sensor device 32 is a device for detecting the ground speed (absolute value and traveling direction) of the vehicle 1 with respect to the road surface and outputting the detection result to the CPU 71, and includes longitudinal and lateral acceleration sensors 32a and 32b. And a processing circuit (not shown) for processing the detection results of the acceleration sensors 32a and 32b and outputting the results to the CPU 71.

  The longitudinal acceleration sensor 32a is a sensor that detects the acceleration in the longitudinal direction (the vertical direction in FIG. 1) of the vehicle 1 (body frame BF), and the lateral acceleration sensor 32b is the lateral direction of the vehicle 1 (body frame BF) ( FIG. 1 is a sensor that detects acceleration in the left-right direction. In the present embodiment, each of the acceleration sensors 32a and 32b is configured as a piezoelectric sensor using a piezoelectric element.

  The CPU 71 time-integrates the detection results (acceleration values) of the respective acceleration sensors 32a and 32b input from the vehicle speed sensor device 32 to calculate speeds in two directions (front and rear and left and right directions), respectively. By synthesizing the components, the ground speed (absolute value and traveling direction) of the vehicle 1 can be obtained.

  The parking brake switch 33 is a switch for instructing the shift to the parking brake arrangement and the release thereof, and the CPU 71 shifts to the parking brake arrangement (parking brake) when the parking brake switch 33 is turned on by the driver. It is determined that the release of the parking brake arrangement has been instructed when it is turned off (see S2 in FIG. 3).

  The parking brake switch 33 is configured by a lock type switch that can maintain the on and off states. For example, when the driver switches from the off state to the on state, the on state is maintained until the next switching to the off state, and the on / off state is maintained at the input / output port 75.

  As another input / output device 35 shown in FIG. 2, for example, in order to detect an operation state (rotation angle, stepping amount, operation speed, etc.) of the handle 51, the brake pedal 52, and the accelerator pedal 53 (all of which refer to FIG. 1). An operation state detection sensor device (not shown) is exemplified.

  Next, the parking control of the present invention will be described with reference to FIG. As described above, the parking control means that the wheel 2 is steered for the purpose of setting the steering state of the wheel 2 to the parking brake arrangement (that is, applying the parking brake) so that the vehicle 1 does not move from the stop position. It is a control for driving, and is distinguished from the above-described turning control for the purpose of turning the vehicle 1.

  FIG. 3 is a flowchart showing the parking control process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.5 seconds) while the control device 100 is powered on.

  Regarding the parking control process, the CPU 71 first determines whether or not the vehicle 1 is stopped (S1). As a result, when it is determined that the vehicle is not stopped (S1: No), the vehicle 1 is in a traveling state, and the steering state of each wheel 2 is shifted to the parking brake arrangement (that is, the parking brake is applied). Since this is not possible, the parking control process is terminated.

  Whether the vehicle 1 is stopped can be determined based on the detection result (ground speed) of the vehicle speed sensor device 32 (see FIG. 2) described above.

  On the other hand, in the process of S1, when it is determined that the vehicle 1 is stopped (S1: Yes), it is then determined whether or not the parking brake switch 33 is turned on (S2). As described above, when the parking brake switch 33 is turned on, the driver is instructing the shift to the parking brake arrangement (that is, applying the parking brake), and the parking brake switch 33 is turned off. This means that the driver is instructing to cancel the parking brake arrangement (that is, release the parking brake).

  In the process of S2, when it is determined that the parking brake switch 33 is turned on (S2: Yes), it is then determined whether or not the value of the brake flag 73b is “0” (S3). As described above, when the brake flag 73b is “1”, it means that the steering state of each wheel 2 is shifted to the parking brake arrangement, and when it is “0”, the parking state is parked. This means that the braking arrangement has already been released (that is, the braking arrangement has been restored).

  Accordingly, in the processes of S2 and S3, when it is determined that the parking brake switch 33 is turned on and the brake flag 73b is not “0” (that is, “1”) (S2: Yes, S3). : No), the driver is instructed to shift to the parking brake arrangement (that is, to apply the parking brake), but the transition to the parking brake arrangement has already been completed (that is, the parking brake has already been applied). This parking control process is terminated.

  On the other hand, when the parking brake switch 33 is turned on and the brake flag 73b is determined to be “0” in the processing of S2 and S3 (S2: Yes, S3: Yes), the driver Since it is instructed to shift to the parking brake arrangement (that is, to apply the parking brake), the transition to the parking brake arrangement has not yet been completed (that is, the parking brake has not yet been applied). Then, the process after S4 is executed to shift to the parking brake arrangement.

  In this case (S2: Yes, S3: Yes), the current steering angle of each wheel 2 is first detected (S4) before the transition to the parking brake arrangement is performed. The steering angle (steering state) of the wheel 2 is stored in the stop-time placement memory 73a as the stop-time placement (S5).

  As a result, as described later, when the driver is instructed to cancel the parking brake arrangement (that is, release of the parking brake), before shifting to the parking brake arrangement based on the contents of the stop-time arrangement memory 73a. The steering state of each wheel 2 can be returned to the state (arrangement when the vehicle is stopped) (see S10 and S11).

  After executing the processing of S5, the parking brake arrangement (that is, the steering state of each wheel 2) is read from the parking brake arrangement table 72a, and the steering state (steering angle) of each wheel 2 is read based on the read content. ) Is determined (S6). And the steering state of each wheel 2 is changed to parking braking arrangement | positioning by controlling the actuator apparatus 4 by making the steering angle determined in the process of S6 into a target value (S7).

  Here, as shown in FIG. 1, the parking braking arrangement in the present embodiment is set so that the front wheels 2FL and 2FR tend to toe out, while the rear wheels 2RL and 2RR tend to toe in. In the present embodiment, the absolute values of the steering angles of the wheels 2 are all the same angle (for example, 45 degrees).

  Thereby, for example, when an external force in the front-rear direction or the left-right direction (the up-down direction or the left-right direction in FIG. 1) acts on the vehicle 1, the toe-out tendency of the left and right front wheels 2FL, 2FR and the left and right rear wheels 2RL, 2RR Due to the toe-in tendency, each of the wheels 2 is in a non-free rolling state, so that a resistance force against the external force can be generated.

  For example, when an external force is applied to the vehicle 1 in an oblique direction (for example, a direction connecting the left front wheel 2FL and the right rear wheel 2RR), the right front wheel 2fR and the left rear wheel 2RL are not connected. By being in a free rolling state, a resistance force against the external force can be generated.

  Thus, according to the present invention, the resistance state can be generated in all directions on the plane including the ground contact surface of the wheel 2 by setting the steering state of each wheel 2 to the parking braking arrangement. By using the force as a so-called parking brake, the vehicle 1 can be reliably fixed at the stop position (not to start moving).

  As a result, in the conventional parking brake, it was necessary to periodically adjust the play of the brake lever or the like generated due to the elongation of the wire. Can be improved.

  In addition, when the conventional parking brake is configured by a hydraulic system, the braking force to the wheel cannot be maintained for a long time due to an internal leak of the brake hydraulic pressure, whereas in the present invention, Since the actuator device 4 is configured as a mechanical type, the state of the parking brake arrangement, that is, the state where the parking brake is applied can be stably maintained for a long time.

  In addition, the conventional parking brake has a problem that it is difficult to provide a fail-safe function to maintain safety at the time of failure, such as when the wire is broken in slope parking, and it is not reliable. In the present invention, in addition to the parking brake (parking braking arrangement), each wheel 2 can further be provided with a brake device (for example, a device using frictional force such as a disc brake or a drum brake). If the brake device cannot be maintained, the parking brake functions as a parking brake when the brake device is damaged, etc., so that a fail-safe function is secured to improve reliability. Can be planned.

  Furthermore, in the present invention, by setting the steering state of each wheel 2 to the parking braking arrangement, as described above, resistance can be generated in any direction (all directions) on the plane. It is also possible to improve the antitheft effect.

  In the process of S7, after the steering state of each wheel 2 is shifted to the parking brake arrangement, the transition to the parking brake arrangement is already completed (that is, the parking brake is already applied). Therefore, the value of the brake flag 73b is set to “1” (S8), and the parking control process is ended.

  On the other hand, if it is determined in the process of S2 that the parking brake switch 33 is not turned on (that is, it is off) (S2: No), then the value of the brake flag 73b is “1”. It is determined whether or not (S9).

  In the processes of S2 and S9, when it is determined that the parking brake switch 33 is turned off and the brake flag 73b is not “1” (that is, “0”) (S2: No, S9: No), the driver is instructed to cancel the parking brake arrangement (that is, release the parking brake), but the cancellation of the parking brake arrangement has already been completed (that is, the parking brake has already been released). Therefore, this parking control process is terminated.

  On the other hand, in the processes of S2 and S9, when it is determined that the parking brake switch 33 is turned off and the brake flag 73b is “1” (S2: No, S9: Yes), the driver Since the parking brake arrangement release (that is, the release of the parking brake) is instructed, the release of the parking brake arrangement has not been completed yet (ie, the parking brake has not been released yet). In order to cancel the arrangement, the processes after S10 are executed.

  In this case (S2: No, S9: Yes), the parking braking arrangement is released by first reading out the stopping arrangement (the steering angle of each wheel 2) stored in the processing of S4 and S5 from the stopping arrangement memory 73a. (S10) The control is performed by controlling the actuator device 4 using the read steering angle as a target value to return the steering state of each wheel 2 to the stop-time arrangement (S11).

  As a result, the driver can smoothly re-start after parking without performing a complicated steering wheel operation.

  For example, in the case of parallel parking in a space where the distance between the front and rear vehicles is narrow, a large rudder angle (for example, up to a full state) is given to the wheel 2 so that the vehicle 1 enters the parking space. It is necessary to give the same steering angle to the wheels 2 when starting.

  Therefore, for example, if each wheel 2 is returned to the straight traveling state at the time of releasing the parking braking arrangement, the driver needs to greatly operate the handle 51 again when leaving the parking space. Therefore, as in the present invention, if each wheel 2 can be returned to the stop position, the vehicle 1 can be smoothly restarted even from a narrow parking space without causing the driver to operate the steering wheel again. it can.

  In the process of S11, after the parking brake state is released, the value of the brake flag 73b is set to “in order to indicate that the release of the parking brake arrangement has already been completed (that is, the parking brake is released). It is set to “0” (S12), and the parking control process ends.

  Next, a second embodiment will be described with reference to FIG. FIG. 4 is a flowchart showing a parking control process in the second embodiment.

  In the first embodiment, the transition to the parking brake arrangement is started after the vehicle 1 stops. In the second embodiment, even if the vehicle 1 is traveling, the ground speed is the reference speed. If it is less than the value, for example, the steering state of each wheel 2 is gradually changed along with the deceleration of the ground speed, and the vehicle 1 is completely shifted to the parking brake arrangement when the vehicle 1 stops. In addition, the same code | symbol is attached | subjected to the part same as above-described 1st Embodiment, and the description is abbreviate | omitted.

  Regarding the parking control process, the CPU 71 first determines whether or not the parking brake mode is on (S21). Here, on / off of the parking brake mode indicates whether or not to perform parking control for shifting the steering state of each wheel 2 to the parking braking arrangement. Means to do (do not do).

  In the present embodiment, on / off of the parking brake mode can be arbitrarily selected by the driver. The vehicle 1 is provided with a lock type switch (not shown) for setting on / off of the parking brake mode. When the driver turns on / off the lock type switch, the operation state is changed by the CPU 71. It is detected and it is determined whether the parking brake mode is on or off.

  In the process of S21, when it is determined that the parking brake mode is not on (that is, off) (S21: NO), it means that the driver has selected a mode in which parking control is not performed. This parking control process is terminated.

  On the other hand, in the process of S21, when it is determined that the parking brake mode is on (S21: Yes), it means that the driver has selected the mode for performing the parking control. The process after S22 is executed.

  First, the ground speed of the vehicle 1 is detected (S22), and it is determined whether or not the detected ground speed is equal to or less than a reference speed (5 km / h in this embodiment) (S23). As a result, if the detected ground speed is larger than the reference speed value (S23: No), the vehicle 1 has not been decelerated to a speed at which parking control can be performed, or the vehicle 1 has a reference speed value. Since this means that the vehicle has already been accelerated to a speed exceeding 1, and there is no need to perform parking control, this parking control process is terminated.

  The ground speed of the vehicle 1 can be detected by the vehicle speed sensor device 32 (see FIG. 2) as described above. The reference speed value is stored in advance in the ROM 72 as fixed value data.

  On the other hand, in the process of S23, when it is determined that the ground speed of the vehicle 1 is equal to or lower than the reference speed (S23: Yes), the vehicle 1 is decelerated to a speed at which parking control can be performed, or the vehicle 1 This means that the vehicle has not yet reached a speed exceeding the reference speed value and needs to perform parking control.

  Therefore, in this case (S23: Yes), first, the steering angle of each wheel 2 is determined based on the detected ground speed (S24), and then the actuator device 4 with the determined steering angle as a target value. Is controlled to change the steering state of each wheel 2 (S25), and this parking control process is terminated.

  Here, in the process of S24, if the vehicle 1 is in a decelerating state, the steering state (steering angle) of each wheel 2 is brought closer to the parking brake arrangement from the current steering state as the value of the ground speed of the vehicle 1 decreases. At the same time, the steering angle of each wheel 2 is determined so that the steering state of each wheel 2 coincides with the parking brake arrangement when the ground speed becomes 0 (that is, when the vehicle 1 stops).

  If the vehicle 1 is in the acceleration state, as the value of the ground speed of the vehicle 1 increases, the steering state of each wheel 2 is brought closer to the steering position corresponding to the operation state of the handle 51 from the current steering state, and When the speed reaches the reference speed value, the steering angle of each wheel 2 is determined so that the steering state of each wheel 2 matches the steering position corresponding to the operation state of the handle 51.

Thereby, for example, when the vehicle 1 stops on a downhill, the steering state of each wheel 2 can be gradually brought closer to the parking brake arrangement in accordance with the ground speed of the vehicle 1. Can be done smoothly. At the same time, by each wheel 2 is parked car braking arrangement (see FIG. 1), it is possible to generate a resistance force in all directions on the stop plane, it is possible to safely stop the vehicle 1 in the stop position .

  Further, in this case, the driver stops the vehicle 1 and applies the parking brake only by performing a deceleration operation (for example, an operation of returning the accelerator pedal 53 or an operation of depressing the brake pedal 52). Operations can be performed at once. That is, it is not necessary to separately perform an operation such as raising the brake lever after the vehicle 1 is stopped, and the operation burden on the driver can be reduced.

  On the other hand, for example, in a hill start where the vehicle 1 is stopped on an uphill and then started again, the steering state of each wheel is changed according to the ground speed of the vehicle 1 according to the steering position of the handle 51 (for example, If the handle 51 is in an operation state instructing straight travel, each wheel 2 can be brought close to the straight travel state), so that the hill can start smoothly.

  In other words, with conventional products, especially manual vehicles, it is necessary to further perform the parking brake release operation (operation to return the brake lever) in conjunction with the operation of the accelerator pedal and the clutch pedal. It was said. On the other hand, according to the present invention, such an advanced operation technique is not required, so even a beginner can start a slope on the slope or backward of the vehicle 1 or suddenly start. It can be performed smoothly without causing any problems.

  Further, in the conventional product, when the vehicle is driven without returning the brake lever or the like, a so-called brake drag occurs, and the brake device is damaged by frictional heat. In contrast, in the present invention, for example, the parking brake is released only by depressing the accelerator pedal 53 and the vehicle 1 starts to travel (that is, the wheel 2 is steered from the parking brake arrangement according to the operation state of the handle 51). Close to the position).

  Therefore, it is possible to reduce the operation burden on the driver and avoid the breakage of the brake device. Further, it is not necessary to attach a notification mechanism for notifying that the brake lever or the like required for the conventional product has not returned to the vehicle 1, and the product cost can be reduced accordingly.

  Next, third to fifth embodiments will be described with reference to FIG. FIGS. 5 (a) to 5 (c) are schematic diagrams for explaining parking braking arrangements in the third to fifth embodiments, respectively, and correspond to FIG. 1 described above.

  The parking brake arrangement in the third and fourth embodiments is based on the same technical idea as the parking brake arrangement in the first embodiment described above, and is shown in FIGS. 5 (a) and 5 (b). Thus, the center line directions of the wheels 2 adjacent to each other in the vertical direction and the horizontal direction of the vehicle 1 are set so as to be orthogonal to each other. For example, in the case of the left front wheel 2FL, the center line direction is perpendicular to the left rear wheel 2RL adjacent to the vehicle 1 in the vertical direction and the right front wheel 2FR adjacent to the vehicle 1 in the horizontal direction. Yes.

  On the other hand, the parking brake arrangement in the fifth embodiment is set so that the center line directions of the wheels 2 adjacent to each other in the oblique direction of the vehicle 1 are orthogonal to each other, as shown in FIG. For example, in the case of the left front wheel 2FL, the center line direction is perpendicular to the right rear wheel 2RR adjacent to the diagonal direction of the vehicle 1.

  As a result, even when an external force is applied to the vehicle 1 in any direction on the plane including the ground contact surface of each wheel 2, at least one of the wheels 2 is in a non-free rolling state. A resistance force against the external force can be generated. Therefore, by using this resistance force as a parking brake, the vehicle 1 can be reliably fixed so as not to move from the stop position.

  Each of these parking braking arrangements is an example of the most preferable form when the number of wheels 2 arranged in the vehicle 1 is four. Therefore, it is naturally possible to adopt different arrangements depending on the number of wheels 2 arranged in the vehicle 1. Moreover, even if the number of wheels 2 arranged in the vehicle 1 is four, it is naturally possible to adopt an arrangement different from these.

  That is, even when an external force is applied to the vehicle 1 in any direction on the plane including the ground contact surface of each wheel 2, at least one of the wheels 2 is in a non-free rolling state. Any arrangement that can generate resistance to the external force is sufficient.

  However, the parking braking arrangement does not matter the steering angle of each wheel 2, but the front wheels 2FL, 2FR tend to toe in and the rear wheels 2RL, 2RR as in the parking braking arrangement in the third and fourth embodiments. It is preferable that the wheelchair has a toe-out tendency, or the front wheels 2FL and 2FR have a toe-out tendency and the rear wheels 2RL and 2RR have a toe-in tendency. This is because a resistance force against the external force can be generated more reliably.

  For the same reason, the parking brake arrangement does not matter the steering angle of each wheel 2, but the front wheels 2FL, 2FR tend to toe in and the rear wheels 2RL, 2RR as in the parking brake arrangement in the fifth embodiment. Also, it is preferable that the rear wheels 2FL and 2RR have a toe-out tendency, and the rear wheels 2RL and 2RR also have a toe-out tendency.

  Next, a sixth embodiment will be described with reference to FIGS. FIG. 6 is a block diagram showing an electrical configuration of the control device 600 according to the sixth embodiment.

  In the first embodiment and the second embodiment, the transition to the parking brake arrangement is executed regardless of the sloped state of the road surface. In addition, the same code | symbol is attached | subjected to the part same as each above-mentioned embodiment, and the description is abbreviate | omitted.

  As in the case of the first embodiment, the control device 600 according to the sixth embodiment includes a CPU 71, a ROM 72, and a RAM 73, which are connected to an input / output port 75 via a bus line 74. A plurality of devices such as the wheel driving device 3 are connected to the input / output port 75.

  The ROM 72 is provided with a parking braking arrangement table 172a as shown in FIG. The parking braking arrangement table 172a is a table that stores the steering state (steering angle) of each wheel 2 at the time of parking braking arrangement, as in the case of the first embodiment.

  However, a plurality of steering states (steering angles) of each wheel 2 are stored in the parking brake arrangement table 172a of the present embodiment, using the road surface inclination state as a parameter. The CPU 71 determines the inclination state of the road surface from the detection result of the vehicle inclination sensor device 134 described later, and determines the steering state of each wheel 2 based on the inclination state of the road surface and the contents of the parking brake arrangement table 172a. (See FIGS. 8 and 9).

  The vehicle inclination sensor device 134 is a sensor device for detecting the inclination state of the road surface and outputting the detection result to the CPU 71. The vehicle inclination sensor 134a for detecting the inclination of the road surface in the front-rear direction of the vehicle 1 and the vehicle 1. A left-right direction inclination sensor 134b that detects the inclination of the road surface in the left-right direction, and a processing circuit (not shown) that processes the detection results of the respective inclination sensors 134a, 134b and outputs them to the CPU 71 are provided.

  Here, in the present embodiment, each of the tilt sensors 134a and 134b is configured by a liquid-filled capacitance-type tilt angle sensor that detects a change in electrostatic capacitance accompanying the tilt of the liquid in which the tilt is sealed as an angle change. Each inclination sensor 134a, 134b is set to an initial level when the vehicle 1 is arranged on a flat road surface having no inclination, and the CPU 71 increases or decreases from the initial level of each inclination sensor 134a, 134b. Is estimated to be the slope of the road surface.

  In addition, the inclination of the vehicle 1 front-back direction mentioned above means the inclination of the direction where the front of the vehicle 1 is lifted with respect to the rear (or vice versa) (see FIG. 8). On the other hand, the inclination in the left-right direction of the vehicle 1 means an inclination in a direction in which the left side of the vehicle 1 is lifted with respect to the right side (or vice versa).

  FIG. 7 is a flowchart showing the parking control process. In the description of the parking control process, FIGS. 8 and 9 are appropriately referred to. FIG. 8A is a top view of the vehicle 1, and FIG. 8B is a side view of the vehicle 1. FIG. 9A is a top view of the vehicle 1, and FIG. 9B is a rear view of the vehicle 1.

  This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.5 seconds) while the control device 100 is powered on.

  Regarding the parking control process in the sixth embodiment, the CPU 71 first detects the ground speed of the vehicle 1 (S22), and whether the detected ground speed is equal to or lower than a reference speed (5 km / h in this embodiment). It is determined whether or not (S23). As a result, if the detected ground speed is larger than the reference speed value (S23: No), the vehicle 1 has not been decelerated to a speed at which parking control can be performed, or the vehicle 1 has a reference speed value. Since this means that the vehicle has already been accelerated to a speed exceeding 1, and there is no need to perform parking control, this parking control process is terminated.

  On the other hand, in the process of S23, when it is determined that the ground speed of the vehicle 1 is equal to or lower than the reference speed (S23: Yes), the vehicle 1 is decelerated to a speed at which parking control can be performed, or the vehicle 1 This means that the speed exceeding the reference speed value has not yet been reached.

  Therefore, in this case (S23: Yes), the current inclination state of the vehicle 1, that is, the inclination state (inclination direction and inclination angle) of the road surface is further detected by the vehicle inclination sensor device 134 (see FIG. 6) ( S63), it is determined whether or not the detected inclination angle is equal to or larger than a reference angle value (3 degrees in the present embodiment) (S64). The reference angle value is stored in advance in the ROM 72 (see FIG. 6).

  As a result, when the detected inclination angle does not reach the reference angle value (S64: No), the road surface inclination is sufficiently gentle or flat, and there is no need to perform parking control. After executing the process of S66, the parking control process is terminated.

  In the process of S66, the steering device 51 is controlled from the current steering state to the steering wheel 51 by controlling the actuator device 4 with the steering angle corresponding to the operation state of the handle 51 (see FIG. 1) as a target value. The steering position is returned according to the operation state.

  On the other hand, in the process of S64, when the detected inclination angle is equal to or larger than the reference angle value (S64: Yes), the road surface inclination angle is large and it is necessary to perform parking control. Therefore, in this case (S64: Yes), the steering angle of each wheel 2 is determined based on the detected ground speed and the inclination angle (S65), and then the determined steering angle is used as a target value to determine the actuator device. 4 is changed, the steering state of each wheel 2 is changed (S25), and this parking control process is complete | finished.

  Thus, in the present embodiment, the configuration is such that the transition to the parking brake arrangement is performed only when the road surface has a predetermined inclination angle, that is, when the transition to the parking brake arrangement is particularly effective. Therefore, when the slope angle of the road surface is small (when the reference angle value has not been reached), that is, when parking on a flat road surface where the transition to the parking brake arrangement is relatively unnecessary, Transition to parking braking arrangement can be restricted (prohibited). Therefore, unnecessary steering operation of the wheel 2 can be suppressed, and the progress of wear of the wheel 2 can be suppressed correspondingly.

  Further, in the present embodiment, since the shift to the parking brake arrangement is automatically performed together with the reduction of the ground speed, the operation burden on the driver can be reduced and the vehicle 1 can be safely and reliably Can be parked and parked.

  For example, in the conventional product, when the driver inadvertently leaves the vehicle without applying the parking brake, the vehicle travels with its own weight, which is extremely dangerous. According to the vehicle 1, the driver does not need to separately perform an operation for operating the parking brake. Therefore, the burden on the driver is reduced, and the vehicle 1 can be surely placed at the parking / stopping position even on a slope. It can be fixed to.

  Here, in the process of S65, if the vehicle 1 is in a decelerating state, the steering state (steering angle) of each wheel 2 is brought closer to the parking brake arrangement from the current steering state as the value of the ground speed of the vehicle 1 decreases. At the same time, the steering angle of each wheel 2 is determined so that the steering state of each wheel 2 coincides with the parking brake arrangement when the ground speed becomes 0 (that is, when the vehicle 1 stops).

  On the other hand, if the vehicle 1 is in the acceleration state, as the value of the ground speed of the vehicle 1 increases, the steering state of each wheel 2 is brought closer to the steering position corresponding to the operation state of the handle 51 from the current steering state, and When the speed reaches the reference speed value, the steering angle of each wheel 2 is determined so that the steering state of each wheel 2 matches the steering position corresponding to the operation state of the handle 51.

  Further, as described above, in the parking braking arrangement, a plurality of patterns are stored in the parking braking arrangement table 172a, and in the process of S65, the parking braking arrangement corresponding to the road surface inclination state is selected.

  For example, when the road surface is inclined in the longitudinal direction of the vehicle 1 as shown in FIG. 8B, as shown in FIG. 8A, the wheels 2 ( The rudder angle of the rear wheels 2RR, 2RL) is made larger than the rudder angle of the wheel 2 (front wheels 2FR, 2FL) on the rising inclination side. On the other hand, as shown in FIG. 9B, when the road surface is inclined in the left-right direction as shown in FIG. 9B, as shown in FIG. 9A, wheels 2 ( The rudder angle of the right front and rear wheels 2FR, 2RR) is made larger than the rudder angle of the wheel 2 (left front and rear wheels 2FL, 2RL) on the rising inclination side.

  Further, the difference between the steering angle of the wheels 2 (for example, the rear wheels 2RL and 2RR in FIG. 8) on the downward inclination side and the steering angle of the wheels 2 (the front wheels 2FL and 2FR in FIG. 8) on the upward inclination side is the road surface. The difference in rudder angle increases as the road surface inclination angle increases (for example, the road surface inclination angle is 60 degrees and the steering angle difference is 45 degrees), and the road surface inclination angle is smaller. The difference in rudder angle becomes smaller, and the difference in rudder angle becomes zero when the slope angle of the road surface becomes the reference angle value (in FIG. 8 (a) and FIG. 9 (a), the difference in rudder angle is zero). The state is schematically defined by a two-dot chain line).

  Thus, in the present embodiment, when parking on a sloped road surface, the steering state of the wheels 2 is shifted to a parking braking arrangement different from the parking braking arrangement when parking on a flat road surface. Therefore, the vehicle 1 can be reliably fixed at the parking / stopping position and wear of the wheels 2 can be suppressed.

  That is, when parked on a slope, the influence of gravity is greater than when parked on a flat road. Therefore, as described above, the vehicle 1 can be more reliably fixed to the parking / stopping position by adopting the parking braking arrangement in which the resistance force in the direction of gravity is greater.

  Specifically, as shown in FIGS. 8 and 9, the steering angle of the wheel 2 on the downward inclination side is increased (the center line and the downward inclination direction of the wheel 2 on the downward inclination side (see FIG. 8A and FIG. 9). 9 (a) left and right direction) is made larger on the downward slope side), when the vehicle 1 tries to move in the downward slope direction due to gravity, the wheel 2 on the downward slope side is moved in the downward slope direction. Therefore, the vehicle 1 can be securely fixed at the parking / stopping position.

  Further, as shown in FIG. 8 and FIG. 9, unnecessary steering drive as the entire wheel 2 can be eliminated by increasing the rudder angle of only the wheel 2 on the descending slope side. Wear can be suppressed.

  Next, a seventh embodiment will be described with reference to FIG. FIG. 10 is a block diagram showing an electrical configuration of the control device 600 according to the seventh embodiment.

  In the sixth embodiment, the case where the transition to the parking brake arrangement is executed based on the ground speed of the vehicle 1 has been described. However, in the seventh embodiment, a case where a predetermined operation is performed by the driver. In addition, the transition to the parking brake arrangement is executed. In addition, the same code | symbol is attached | subjected to the part same as each above-mentioned embodiment, and the description is abbreviate | omitted.

  As in the case of the sixth embodiment, the control device 600 in the seventh embodiment includes a CPU 71, a ROM 72, and a RAM 73, which are connected to an input / output port 75 via a bus line 74. A plurality of devices such as the wheel driving device 3 are connected to the input / output port 75.

  The operation mode selection means 133 is a device for selecting a connection state between the wheel driving device 3 and the wheel 2 (see FIG. 1 for both), and an operation lever operated by the driver and an operation position of the operation lever. And a processing circuit (none of which is shown) for processing the detection result of the position sensor and outputting the result to the CPU 71.

  The operation lever is configured to be operable at two positions of a drive range (D range) and a parking range (P range), and the CPU 71 operates between the wheel drive device 3 and the wheel 2 according to the operation position of the operation lever. Control the connection state.

  Here, the drive range is a range for selecting a state in which the wheel driving device 3 and the wheel 2 are connected. In this range, the rotational driving force can be transmitted from the wheel driving device 3 to the wheel 2. . Therefore, when driving the vehicle 1, the driver can drive the vehicle 1 by depressing the accelerator pedal 53 (see FIG. 1) after positioning the operation lever in the drive range. .

  On the other hand, the parking range is a range for selecting a state in which the connection between the wheel driving device 3 and the wheel 2 is released. In this range, transmission of the rotational driving force from the wheel driving device 3 to the wheel 2 is prohibited. Is done.

  In the present embodiment, when the parking range is operated, the shift to the parking brake arrangement is executed, and when the driving range is operated, the parking brake arrangement is released.

  In the present embodiment, the main key for starting and stopping the wheel drive device 3 can be inserted and removed only in the parking range. Therefore, when the driver leaves the vehicle 1, the driver can pull out the main key and move away from the vehicle 1 by positioning the operation lever in the parking range.

  FIG. 11 is a flowchart showing the parking control process. This process is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.5 seconds) while the control device 100 is powered on. In addition, the same code | symbol is attached | subjected to the part same as each above-mentioned embodiment, and the description is abbreviate | omitted.

  In the process of S1, when it is determined that the vehicle 1 is stopped (S1: Yes), it is determined whether or not the operation mode selection device 133 is in the parking range (S71), and then the operation mode is selected. When it is determined that the device 133 is turned on (S71: Yes), it is determined whether or not the value of the brake flag 73b is “0” (S3).

  In the process of S3, when the brake flag 73b is “1” (S3: No), as described above, the shift to the parking brake arrangement is instructed, but the shift to the parking brake arrangement is performed. This means that the parking control process is finished.

  On the other hand, in the process of S3, when it is determined that the brake flag 73b is “0” (S3: Yes), the shift to the parking brake arrangement is instructed. Since the transition has not yet been completed, the processing after S4 is executed to perform the transition to the parking brake arrangement.

  In the processes of S4 and S5, as described above, the current steering angle of each wheel 2 is detected (S4), and the detected current steering angle (steering state) of each wheel 2 is set as a stop-time arrangement. Store in the memory 73a (S5).

  After executing the process of S5, the current inclination state of the vehicle 1, that is, the inclination state (inclination direction and inclination angle) of the road surface is detected by the vehicle inclination sensor device 134 (see FIG. 10) (S72), The parking braking arrangement corresponding to the detected inclination state is read from the parking braking arrangement table 172a (see FIG. 10), and the steering state (steering angle) of each wheel 2 is determined based on the read content (S73).

  And the steering state of each wheel 2 is changed to parking brake arrangement | positioning by controlling the actuator apparatus 4 by making the rudder angle determined in the process of S73 into a target value (S7). In addition, since the parking brake arrangement | positioning in this Embodiment is the same as that of the case of 6th Embodiment mentioned above, the description is abbreviate | omitted.

  As described above, in the present embodiment, the operation mode selection device 133 is operated to the parking range, so that the shift to the parking brake arrangement can be automatically performed. That is, by performing an operation necessary when the main key is removed, it is possible to execute a shift to the parking brake arrangement at the same time. As a result, it is possible to avoid problems such as the driver inadvertently leaving the vehicle without applying the parking brake, and the burden on the driver can be reduced.

  Further, in the flowchart (parking control process) shown in FIG. 4, the process of S22 is performed as the ground speed detecting means according to claim 3, the process of S23 is performed as the speed determining means, and the processes of S24 and S25 are performed as the actuator operating means. However, the processing of S24 and S25 corresponds to the actuator operation means according to claim 4.

Moreover, in the flowchart (parking control process) shown in FIG. 7, the process of S64 respond | corresponds as an angle determination means of Claims 1 and 2 .

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  For example, the numerical values given in the above embodiments are merely examples, and other numerical values can naturally be adopted.

  Further, each parking brake arrangement described in each of the above embodiments may be applied to any other embodiment.

  Moreover, in the said 1st Embodiment, when the parking brake switch 33 was turned off (S2: No, S9: Yes), the case where the steering state of the wheel 2 was automatically returned to arrangement | positioning at the time of a stop was demonstrated. (S10, S11) is not necessarily limited to this, but is further provided with return determination means for determining whether or not to return to the stop-time arrangement, and configured to determine whether return is possible or not according to the determination result. You may do it.

  For example, an operator that can be operated is provided to the driver, and when the operation state of the operator becomes a predetermined state, the return determination means determines that the wheel is returned to the stop-time arrangement. it can. As a result, the driver's operability can be improved when the return operation is not required.

  Further, in the second embodiment, the case where the driver selects the parking brake mode on / off has been described, but instead of or in addition to this, the parking brake mode on / off is switched on / off. Mode changing means for automatically changing may be provided.

  That is, as the mode changing means, for example, as described in the sixth embodiment, an inclination detection sensor device (vehicle inclination sensor device 134) for detecting the inclination state of the vehicle 1 is provided, and the vehicle 1 is equal to or higher than a reference value. An example in which the parking brake mode is turned on only when the vehicle stops on a slope having a certain slope is exemplified. Thereby, as described above, since the shift to the parking brake arrangement is restricted on a flat ground or the like, the wear of the wheels 2 can be suppressed accordingly.

  Further, in each of the above embodiments, the case where the actuator device 4 is configured by an electric motor and the transmission mechanism portion 23 is configured by a screw mechanism has been described. However, the present invention is not necessarily limited thereto. A hydraulic / pneumatic cylinder may be used. Thereby, since the transmission mechanism part 23 can be abbreviate | omitted, a structure can be simplified and weight reduction and reduction of component cost can be aimed at.

  In each of the above embodiments, it has been described that a brake device (for example, a drum brake or a disk brake using frictional force) may be provided. In addition, the wheel drive device 3 is configured as a regenerative brake. However, this may be used as a brake device.

  In the sixth and seventh embodiments, the case where the vehicle tilt sensor device (tilt sensor) 134 is provided as the sensor device for detecting the tilt state of the vehicle 1 has been described. However, the present invention is not limited to this. Instead, the vehicle speed sensor device (acceleration sensor) 32 is constituted by a sensor device of a type capable of detecting a static acceleration in addition to a dynamic acceleration, and the vehicle speed sensor device 32 is also used as a tilt sensor. Also good. Thereby, the number of parts can be reduced, and the cost of parts can be reduced.

  In the seventh embodiment, the case where the transition to the parking braking arrangement and the release are performed due to the operation to the parking range and the drive range has been described. However, the present invention is not necessarily limited to this. Of course, it is possible to configure so that the transition to the parking braking arrangement and the cancellation are executed due to the above operation. Examples of other operations include insertion and removal of a main key.

It is the schematic diagram which showed typically the vehicle by which the control apparatus in 1st Embodiment of this invention is mounted. It is the block diagram which showed the electric constitution of the control apparatus. It is a flowchart which shows a parking control process. It is a flowchart which shows the parking control process in 2nd Embodiment. (A)-(c) is a schematic diagram explaining the parking brake arrangement | positioning in 3rd to 5th embodiment. It is the block diagram which showed the electrical structure of the control apparatus in 6th Embodiment. It is a flowchart which shows a parking control process. (A) is a top view of a vehicle, (b) is a side view of a vehicle. (A) is a top view of a vehicle, (b) is a side view of a vehicle. It is the block diagram which showed the electric constitution of the control apparatus in 7th Embodiment. It is a flowchart which shows a parking control process.

100 Control device 1 Vehicle 2 Wheel 2FL Front wheel (wheel)
2FR Front wheel (wheel)
2RL Rear wheel (wheel)
2RR Rear wheel (wheel)
4 Actuator device 4FL to 4RR FL to RR actuator (actuator device)
72 ROM (speed storage means, angle storage means)
73a Stop memory placement memory (placement storage means)
134 Vehicle tilt sensor device (tilt angle detection means)

Claims (5)

For a vehicle having a plurality of wheels configured to be steerable and an actuator device for steering and driving at least one of the plurality of wheels, the actuator device is operated to change a steering state of the plurality of wheels. A control device for controlling,
Actuator actuating means for actuating the actuator device to steer and drive at least one of the plurality of wheels to a parking brake arrangement capable of generating a resistance force with respect to the rotation direction of the other wheels ;
Angle storage means for storing a reference angle value;
An inclination angle detecting means for detecting an inclination angle of the road surface;
Angle determination means for determining whether or not the value of the inclination angle detected by the inclination angle detection means is greater than or equal to the reference angle value;
A means for determining a steering angle of the wheel based on at least the value of the inclination angle when the angle determination means determines that the value of the inclination angle is equal to or greater than the reference angle value ;
The actuator actuating means targets the steering angle of the wheel determined by the means for determining the steering angle of the wheel when the angle determination means determines that the value of the tilt angle is equal to or greater than the reference angle value. The control device characterized in that the actuator device is operated as a value, and the steering state of the wheel is steered to a parking brake arrangement corresponding to the inclination angle . For a vehicle having a plurality of wheels configured to be steerable and an actuator device for steering and driving at least one of the plurality of wheels, the actuator device is operated to change a steering state of the plurality of wheels. A control device for controlling,
Actuator actuating means for actuating the actuator device to steer and drive at least one of the plurality of wheels to a parking brake arrangement capable of generating a resistance force with respect to the rotation direction of the other wheels;
Angle storage means for storing a reference angle value;
An inclination angle detecting means for detecting an inclination angle of the road surface;
Angle determination means for determining whether or not the value of the inclination angle detected by the inclination angle detection means is greater than or equal to the reference angle value,
The actuator actuating means actuates the actuator device when the angle judging means judges that the value of the inclination angle is equal to or greater than the reference angle value, and sets the steering angle of the wheel on the down slope side of the road surface. A control device characterized in that it is larger than the steering angle of the wheel on the ascending slope side, and the steering state of the wheel is steered to a parking brake arrangement according to the inclination direction of the road surface . Speed storage means for storing a reference speed value of the vehicle;
Ground speed detection means for detecting the ground speed of the vehicle;
Speed determination means for determining whether or not the value of the ground speed detected by the ground speed detection means is equal to or less than the reference speed value;
The actuator actuating means actuates the actuator device to steer and drive the steering state of the wheel to the parking brake arrangement when the speed determining means determines that the value of the ground speed is equal to or less than the reference speed value. The control device according to claim 1 or 2, wherein   The actuator operating means brings the steering state of the plurality of wheels closer to the parking braking arrangement as the value of the ground speed becomes smaller, and changes the steering state of the plurality of wheels as the value of the ground speed becomes larger. The control device according to claim 3, wherein the actuator device is operated so as to approach a steering position corresponding to an operation state of an operation unit operated by a driver to steer the wheel. Before SL actuator operation means, the value of the tilting angle by the angle determining means is determined is the reference angle value or more, and the value of the ground speed by the speed determination means is less than the reference speed value 5. The control device according to claim 3, wherein when the determination is made, the actuator device is operated to steer the steering state of the wheel to the parking brake arrangement. 6.

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