Vehicle control device

Abstract

A vehicle control device for mitigating injury in a side collision by controlling brake devices. The vehicle control device is configured to include a brake control section (100) capable of individually controlling brake forces of brake devices provided to front and rear wheels on the left and right, a side collision detection section (300) that detects a side collision with the vehicle, and a yaw behavior detection section (102) that detects a yaw behavior of the vehicle body, and the brake control section executes yaw amplification control that causes the brake device of the front wheel on the collision side to generate a brake force when a yaw behavior in a direction in which the rear portion of the vehicle body is displaced to the side opposite the collision side with respect to the front portion of the vehicle body is detected after a side collision, and causes the brake device of the rear wheel on the collision side to generate a brake force when a yaw behavior in a direction in which the front portion of the vehicle body is displaced to the side opposite the collision side with respect to the rear portion of the vehicle body is detected after a side collision.

Description

Technical Field

[0001] This invention relates to a vehicle control device for controlling vehicle behavior during a side collision. Background Technology

[0002] As a prior art related to vehicle control during collisions with automobiles and other vehicles, Patent Document 1 describes, for example, that one of the left and right drive wheels connected via a differential device is braked during a collision, and a yaw moment in the same direction as the yaw caused by the collision is generated by the difference in braking drive power between the left and right drive wheels, thereby mitigating the impact of the collision.

[0003] Patent document 2 describes the following: During the period from the moment of the impending side collision until the vehicle body acceleration falls below a predetermined value after the side collision, the braking force on the rear wheel on the opposite side of the side collision is controlled in a manner that is higher than the braking force on the other three wheels.

[0004] Patent document 3 describes the following: In the event that a vehicle is turning due to a collision, the turning is suppressed by braking one of the left or right wheels.

[0005] Patent document 4 describes the following: automatically generating braking force in the event of a roll caused by a collision, and reducing braking force to prevent rollover in the event of a high roll rate.

[0006] Patent document 5 describes the following: In order to reduce the force in the lateral direction of the vehicle during a side collision, ABS control is stopped to lock the wheels and reduce the lateral force on the wheels.

[0007] Existing technical documents

[0008] Patent documents

[0009] Patent Document 1: Japanese Patent Application Publication No. 9-142284

[0010] Patent Document 2: Japanese Patent Application Publication No. 2005-254944

[0011] Patent Document 3: Japanese Patent Application Publication No. 2002-316629

[0012] Patent Document 4: Japanese Patent Application Publication No. 2016-47672

[0013] Patent Document 5: Japanese Patent Application Publication No. 2005-178630 Summary of the Invention

[0014] Technical issues

[0015] As described in Patent Document 1, when a vehicle yaws due to a side impact, the impact of the collision can be mitigated by promoting the yaw behavior.

[0016] However, the technology described in Patent Document 1 is based on braking one of the drive wheels of the vehicle. In the case of a two-wheel drive vehicle, it can only produce the effect of promoting yaw behavior in one of the front or rear wheels, and it is difficult to cope with various collision modes.

[0017] Furthermore, in the technology described in Patent Document 2, the braking wheels are switched according to the collision prediction position, but in any case, the wheels on the side opposite to the collision side in the vehicle width direction are braked. The distance between the input position of the vehicle collision and the braking wheel that becomes the fulcrum of the yaw behavior is far, making it difficult to obtain a high yaw rate.

[0018] In view of the above problems, the objective of the present invention is to provide a vehicle control device that mitigates damage during a side collision by controlling the braking device.

[0019] Technical solution

[0020] To address the aforementioned issues, one aspect of the vehicle control device of the present invention is characterized by comprising: a braking control unit capable of independently controlling the braking force of braking devices provided on the left and right front wheels and the left and right rear wheels; a side collision detection unit for detecting a side collision toward the vehicle; and a yaw behavior detection unit for detecting yaw behavior of the vehicle body. The braking control unit performs yaw amplification control, wherein, if yaw behavior is detected after a side collision in which the rear of the vehicle body moves in a direction opposite to the collision side relative to the front of the vehicle body, the braking device of the front wheel on the collision side generates a greater braking force than the braking devices of the other wheels; and if yaw behavior is detected after a side collision in which the front of the vehicle body moves in a direction opposite to the collision side relative to the rear of the vehicle body, the braking device of the rear wheel on the collision side generates a greater braking force than the braking devices of the other wheels.

[0021] Therefore, the direction of the yaw behavior caused by the side collision determines whether to brake the front or rear wheel, and by braking the front or rear wheel on the collision side in the vehicle width direction, the yaw behavior with the braked wheel as the fulcrum (axis) can be amplified.

[0022] Furthermore, by braking the wheels on the collision side in the vehicle width direction, the distance between the wheel that becomes the fulcrum (the braked wheel) and the collision input position is close. Therefore, a high yaw rate can be generated, which can effectively mitigate the impact caused by the collision and enable the vehicle to quickly move to a position that allows the colliding vehicle to pass.

[0023] In this invention, the vehicle control device can be configured to include an environment recognition unit that identifies the environment around the vehicle, and the braking control unit can prohibit the lateral movement control when the environment recognition unit identifies a risky object near the vehicle.

[0024] Therefore, it is possible to prevent the amplified yaw behavior from resulting in a collision between the rotating vehicle and hazardous objects such as pedestrians and / or bicycles, thus preventing secondary damage.

[0025] In this invention, the side collision detection unit can be configured to detect the occurrence or precursor of the side collision, and the braking control unit, based on the occurrence or precursor of the side collision, performs roll suppression control that causes the braking devices of the front and rear wheels on the collision side to generate braking force before performing the lateral sway control.

[0026] Therefore, by generating braking force through the braking devices of the front and rear wheels on the impact side, and restricting these wheels in the longitudinal direction relative to the road surface, it is possible to generate frictional force that normally hinders the movement of the suspension system that accompanies the longitudinal displacement of the wheels during movement. This allows for the suppression of roll behavior in the downward direction on the impact side caused by a side impact, as well as roll behavior in the upward direction on the impact side caused by its rebound, and enables the stabilization of the vehicle's behavior after a collision.

[0027] In this invention, the braking control unit can be configured to control the braking devices of each wheel in a manner that corresponds to the end of the vehicle's behavior caused by a side collision after performing the lateral movement control.

[0028] This prevents vehicles from moving against the will of drivers and other users after a collision, and further improves safety.

[0029] Invention Effects

[0030] As described above, according to the present invention, a vehicle control device is capable of mitigating damage during a side collision by controlling the braking device. Attached Figure Description

[0031] Figure 1 A block diagram illustrating the configuration of an embodiment of the vehicle control device to which the present invention is applied is provided.

[0032] Figure 2 A flowchart illustrating the operation of the vehicle control device according to an embodiment.

[0033] Figure 3 is a diagram illustrating, in time series, an example of vehicle behavior during a side collision.

[0034] Symbol Explanation

[0035] 1: Vehicle control device

[0036] 100: Brake control unit

[0037] 101: Vehicle speed sensor

[0038] 102: Yaw rate sensor

[0039] 103: Front and rear acceleration sensors

[0040] 104: Lateral Accelerometer

[0041] 110: Hydraulic control unit

[0042] 111: Master cylinder

[0043] 112: Wheel cylinder

[0044] 200: Environmental Recognition Unit

[0045] 201: Filming Equipment

[0046] 202: Millimeter-wave radar device

[0047] 203: Laser scanning device

[0048] 300: Airbag Control Unit

[0049] 301: Collision Sensor

[0050] 302: Air inflator

[0051] V1: This vehicle

[0052] V2: Other vehicles Detailed Implementation

[0053] Hereinafter, embodiments of the vehicle control device to which the present invention is applied will be described.

[0054] The vehicle control device of the embodiment is a device mounted on a car such as a passenger car.

[0055] The vehicle control device of the embodiment has the following functions: in the event of a side collision between the vehicle and other vehicles or objects, it performs yaw control to promote the yaw behavior of the vehicle body to mitigate the impact caused by the collision, and roll suppression control to suppress lateral roll.

[0056] Figure 1 A block diagram illustrating the configuration of the vehicle control device according to an embodiment.

[0057] The vehicle control device 1 includes a brake control unit 100, a hydraulic control unit 110, an environmental recognition unit 200, and an airbag control unit 300, etc.

[0058] Each unit can be configured as a microcomputer having, for example, an information processing unit such as a CPU, a storage unit such as RAM and / or ROM, an input / output interface, and a bus that connects them.

[0059] In addition, the units can communicate via an in-vehicle LAN, such as a CAN communication system, or directly, and can transmit various types of information.

[0060] The brake control unit 100 is a brake control unit that controls the hydraulic service brakes (brake devices) (not shown) installed on each wheel of the vehicle.

[0061] The brake control unit 100 can individually control the brake fluid hydraulic pressure in the wheel cylinders 112 of each wheel by giving instructions to the hydraulic control unit 110, so that the service brakes of each wheel generate braking force.

[0062] The brake control unit 100 is connected to physical sensors such as vehicle speed sensor 101, yaw rate sensor 102, front and rear acceleration sensor 103, and lateral acceleration sensor 104 for detecting the motion state of the vehicle.

[0063] The vehicle speed sensor 101 is a sensor that detects the rotational speed (wheel speed) of each wheel. The vehicle speed can be calculated based on the output of the vehicle speed sensor 101.

[0064] The yaw rate sensor 102 is a yaw behavior detection unit that detects the yaw rate of the vehicle body around a vertical axis, which is the rotational speed (rotation speed) of the vehicle body.

[0065] The front and rear acceleration sensors 103 are sensors that detect accelerations acting on the vehicle body in the front and rear directions.

[0066] The lateral acceleration sensor 104 is a sensor that detects the lateral (width direction) acceleration acting on the vehicle body.

[0067] The outputs of these sensors are used for various vehicle motion controls, such as anti-lock braking control, attitude stabilization control, and lateral movement control, as described below.

[0068] Anti-lock braking system (ABS) is a control mechanism that, for example, reduces the pressure of the brake fluid on a wheel to restore its rotation in the event of wheel lock-up during braking.

[0069] Posture stabilization control is a control mechanism that, when a vehicle exhibits oversteer or understeer, creates a difference in braking force between the left and right wheels and generates a yaw moment in the direction that inhibits these behaviors.

[0070] The brake control unit 100 calculates a target yaw rate, which may be generated on the vehicle body during normal driving, based on the steering angle detected by the steering angle sensor (not shown), the vehicle speed detected by the vehicle speed sensor 101, and the lateral acceleration detected by the lateral acceleration sensor 104.

[0071] The brake control unit 100 sets the direction and magnitude of the yaw torque generated by the control of the braking force based on the deviation between the actual yaw rate (actual yaw rate) detected by the yaw rate sensor 102 and the target yaw rate.

[0072] When the absolute value of the actual yaw rate is smaller than the absolute value of the target yaw rate, a yaw moment is generated in the same direction as the yaw rate of the steering mechanism in the steering angle direction (steering direction) as understeering behavior is occurring.

[0073] On the other hand, when the absolute value of the actual yaw rate is greater than the absolute value of the target yaw rate, a yaw torque is generated in the opposite direction to the yaw rate of the steering device in the steering direction as oversteering behavior is occurring.

[0074] The brake control unit 100 has the function of automatically generating braking force to decelerate and stop the vehicle 1 when the vehicle 1 is involved in a collision with an impact (acceleration, etc.) of a predetermined or greater magnitude. This function is called post-crash braking control (post-crash braking control / multi-collision braking control).

[0075] In addition, the brake control unit 100 has the functions of roll suppression control to suppress roll behavior caused by the collision and yaw control to promote yaw behavior caused by the collision in the event of a side collision where the side of the vehicle collides with other vehicles or objects.

[0076] These aspects will be explained in detail later.

[0077] The hydraulic control unit 110 is a hydraulic control device that individually adjusts the brake fluid hydraulic pressure of the wheel cylinders 112 of each wheel.

[0078] The hydraulic control unit 110 includes: an electric pump for pressurizing brake fluid, and a pressure boosting valve, a pressure reducing valve, and a pressure maintaining valve for controlling the brake fluid hydraulic pressure of each wheel cylinder 112.

[0079] The hydraulic control unit 110 is connected to the master cylinder 111, wheel cylinder 112, etc. via brake fluid piping.

[0080] The master cylinder 111 is a device that pressurizes the brake fluid according to the driver's operation of the brake pedal (not shown).

[0081] The brake fluid pressure generated by the master cylinder 111 is transmitted to the wheel cylinder 112 via the hydraulic control unit 110.

[0082] The hydraulic control unit 110 has the function of increasing or decreasing the brake fluid pressure of each wheel cylinder 112 by pressurizing or depressurizing the brake fluid pressure generated by the master cylinder 111 as needed.

[0083] Wheel cylinder 112 is a device installed on each wheel that presses, for example, brake pads against a disc rotor to generate friction (braking force) corresponding to the hydraulic pressure of the brake fluid.

[0084] The environment recognition unit 200 has the following functions: using various types of sensors to identify the environment around the vehicle, and detecting the shape of the surrounding road, the presence or absence of other vehicles, pedestrians, buildings, terrain and other obstacles in the vicinity of the vehicle, as well as the relative position and relative speed of the vehicle in the presence of obstacles.

[0085] As sensors for detecting objects around the vehicle, the environmental recognition unit 200 is connected to a camera 201, a millimeter-wave radar device 202, a laser scanning device 203, etc.

[0086] The camera device 201 includes a stereo camera, a monocular camera, etc.

[0087] The environment recognition unit 200 can identify objects around the vehicle by performing known image processing on the images captured by the imaging device 201, and determine the attributes of the objects (vehicles, pedestrians, buildings, etc.).

[0088] The millimeter-wave radar device 202 is a device that uses radio waves, such as those in the 76 GHz band, to detect objects.

[0089] The laser scanning device 203 is a device that detects objects by emitting pulsed laser light to scan the area around the vehicle and detecting the scattered light generated by its reflection.

[0090] The airbag control unit 300 is a unit located in the driver's compartment of a vehicle and controls the deployment and inflation of the airbag, which is an occupant restraint device that restricts occupants during a collision.

[0091] Airbags are formed into a bag shape using a base fabric made of, for example, nylon fibers. They are normally stored in a folded state within interior components and expand by introducing deployment gas during a collision to restrain occupants.

[0092] The airbag control unit 300 is connected to a collision sensor 301, an inflator 302, etc.

[0093] The collision sensor 301 is a sensor that is installed in various parts of the vehicle body and detects the significant accelerations acting on the vehicle body in the front-rear and lateral directions during a collision.

[0094] The collision sensor 301 works in conjunction with the airbag control unit 300 to function as a collision detection unit.

[0095] Based on the output of the collision sensor 301, the airbag control unit 300 determines whether a frontal collision and / or side collision requiring airbag deployment has occurred. The airbag control unit 300 functions as the side collision detection unit of this invention.

[0096] The inflator 302 is a gas generating device that supplies deployment gas to each airbag installed in the vehicle according to instructions from the airbag control unit 300.

[0097] The operation of the vehicle control device in the following embodiment during a side collision will be explained.

[0098] Figure 2 A flowchart illustrating the operation of the vehicle control device according to an embodiment.

[0099] The following is a step-by-step explanation.

[0100] <Step S01: Collision Detection>

[0101] Based on the output of the collision sensor 301, the airbag control unit 300 determines whether other vehicles or other objects have collided with the vehicle at a predetermined intensity (e.g., the acceleration generated by the vehicle's body is a predetermined intensity or higher).

[0102] For example, it can make a collision determination if it detects acceleration above a pre-set threshold for determining whether the airbag needs to deploy.

[0103] If a collision of predetermined intensity or higher is determined, the process proceeds to step S02 as a condition for the collision determination to be valid; otherwise, the process proceeds to step S10.

[0104] <Step S02: Large-scale side collision assessment>

[0105] The airbag control unit 300 determines whether the collision determined in step S01 is a large-scale side collision of a predetermined magnitude or higher.

[0106] For example, if the lateral acceleration of the vehicle body is above a pre-set threshold, it is determined that a large-scale side collision has occurred.

[0107] If a large-scale side collision is determined, proceed to step S03; otherwise, proceed to step S10.

[0108] <Step S03: Front and rear wheel braking control on the collision side>

[0109] The brake control unit 100 sends a command to the hydraulic control unit 110 to cause the brakes on the front and rear wheels on the collision side (e.g., the left side in the case of a collision on the left side of the vehicle) in the vehicle width direction to generate braking force.

[0110] At this moment, the brakes of the front and rear wheels on opposite collision sides in the vehicle width direction are in a released state that does not actually generate braking force.

[0111] This control functions as roll suppression control to inhibit the body roll caused by a side impact.

[0112] Typically, after a vehicle is subjected to a side impact, the suspension on the impact side temporarily moves towards the impact side (contraction side), causing the vehicle body to sink. Then, through the reaction force of the suspension springs, the suspension moves towards the rebound side (extension side), thus exhibiting a body roll behavior that causes the vehicle body to lift up.

[0113] Such tilting behavior is not preferred from the perspective of stabilizing the vehicle's behavior after a collision. Furthermore, if this behavior becomes significant, it may also contribute to the vehicle's rollover.

[0114] On the other hand, for the vehicle's suspension system, due to factors such as the tilting of the thrust rod that positions the wheels in the fore-and-aft direction, the wheels exhibit behavior of displacement relative to the vehicle body in the fore-and-aft direction during normal movement.

[0115] Therefore, if the wheels are braked to limit their forward and backward displacement relative to the road surface, a frictional force that hinders the movement of the suspension system can be generated, and the body roll behavior can be suppressed through the aforementioned control.

[0116] After that, proceed to step S04.

[0117] <Step S04: Determining the time elapsed after the collision>

[0118] The airbag control unit 300 compares the elapsed time from the occurrence of the collision with a preset threshold T1 second.

[0119] In a typical side impact, the threshold T1 is set considering the time from the moment the collision occurs until the vehicle body behavior caused by the collision ends.

[0120] If the elapsed time since the collision occurred exceeds the threshold T1 seconds, proceed to step S10; otherwise, proceed to step S05.

[0121] <Step S05: Determining the Presence of Pedestrians>

[0122] The environmental recognition unit 200 determines whether there are any risky objects such as pedestrians in the vicinity of the vehicle (especially in the direction the vehicle is traveling due to the behavior after the collision).

[0123] If a risky object exists, proceed to step S06; otherwise, return to step S03 and repeat the subsequent processing.

[0124] <Step S06: Determining Yaw Angular Velocity>

[0125] The brake control unit 100 detects the yaw rate of the vehicle body through the yaw rate sensor 102 and compares it with a preset threshold.

[0126] If the yaw rate is above the threshold, proceed to step S07 as if yaw behavior is occurring; otherwise, return to step S03 and repeat the subsequent processing.

[0127] <Step S07: Perform horizontal placement control>

[0128] The brake control unit 100 terminates roll suppression control and executes yaw control to amplify (promote) yaw behavior caused by a side impact.

[0129] The brake control unit 100 obtains information related to the current vehicle body yaw rate from the yaw rate sensor 102.

[0130] When the yaw behavior of the vehicle body, which is determined based on the yaw rate, is such that the rear of the vehicle body moves in the direction opposite to the side of the collision relative to the front of the vehicle body, the brake control unit 100 brakes the front wheel on the side of the collision and sets the other wheels to a non-braking state.

[0131] When the yaw behavior of the vehicle body is such that the front of the vehicle body moves in the direction opposite to the side of the collision relative to the rear of the vehicle body, the brake control unit 100 brakes the rear wheel on the side of the collision and sets the other wheels to a non-braking state.

[0132] As a result, for the vehicle, the yaw behavior with the braked wheel as the fulcrum is amplified, and the yaw rate is accelerated.

[0133] After that, proceed to step S08.

[0134] <Step S08: Collision Avoidance Determination>

[0135] The brake control unit 100 determines whether the vehicle has avoided a collision with other vehicles.

[0136] For example, when the yaw rate detected by the yaw rate sensor 102 and the acceleration detected by the front and rear acceleration sensors 103 and the lateral acceleration sensor 104 are all below a preset threshold, it is determined that the state of avoiding other vehicles based on yaw behavior (collision avoidance state) has ended.

[0137] If the collision avoidance state is determined to be true (collision avoidance determination is true), proceed to step S09; otherwise, return to step S07 and repeat the subsequent processing.

[0138] <Step S09: Four-wheel braking and stop>

[0139] The brake control unit 100 terminates the lateral movement control and causes the brakes of the left and right front wheels and rear wheels to generate braking force, keeping the vehicle in a stopped state.

[0140] After a certain period of time has elapsed in this state, or after a user such as the driver inputs an operation to release the stop state, the process proceeds to step S10.

[0141] <Step S10: Normal Driving>

[0142] Each unit constituting the vehicle control device 1, such as the brake control device 100, is set to the control state of the vehicle during normal driving.

[0143] After that, the process ends (returns).

[0144] Figure 3 is a diagram illustrating, in time series, an example of vehicle behavior during a side collision.

[0145] Figure 3 shows the state of collision between another vehicle V2 and the left side of vehicle V1 along the width direction of vehicle V1.

[0146] It should be noted that in this vehicle V1, the wheels marked with shades indicate the generation of braking force.

[0147] Figure 3A This shows the state at the time of the collision.

[0148] At this time, the brake control unit 100 applies braking force to the front and rear wheels on the collision side (left side).

[0149] Therefore, it is possible to suppress the roll behavior of the vehicle V1 caused by a side impact and to stabilize the subsequent body behavior.

[0150] In the case shown in Figure 3, when the center of gravity of another vehicle V2 relative to the rear of the vehicle V1 collides with the rear of the vehicle, the rear of the vehicle V1 will yaw in the opposite direction (counterclockwise) relative to the front of the vehicle.

[0151] Figure 3B This indicates that vehicle V1 has exhibited yaw behavior.

[0152] In this state, the brake control unit 100 applies braking force to the left front wheel.

[0153] As a result, vehicle V1 exhibits a sharp yaw behavior with the left front wheel as the fulcrum, and retreats from the path of other vehicle V2.

[0154] It should be noted that such lateral positioning and large-scale control are prohibited when there are pedestrians or other hazardous objects around this vehicle V1.

[0155] Figure 3C This indicates that vehicle V1 has successfully avoided another vehicle V2 (the collision avoidance decision has been made).

[0156] In this state, the brake control unit 100 applies braking force to all wheels.

[0157] As explained above, the following effects can be obtained according to this embodiment.

[0158] (1) The direction of the yaw behavior caused by the side collision determines whether to brake the front or rear wheel, and the yaw behavior with the braked wheel as the fulcrum (axis) can be amplified by braking the front or rear wheel on the collision side in the vehicle width direction.

[0159] Furthermore, by braking the wheels on the collision side in the vehicle width direction, the distance between the wheel that acts as the fulcrum (the braked wheel) and the point of impact is brought close. Therefore, a high yaw rate can be generated, effectively mitigating the impact caused by the collision, and enabling the vehicle to quickly move to a position where the colliding vehicle can pass.

[0160] (2) By prohibiting lateral movement when the environmental recognition unit 200 detects a pedestrian or other risky object, it is possible to prevent the lateral movement from being promoted and resulting in the vehicle in a rotating state colliding with a pedestrian or other risky object, thus preventing secondary damage.

[0161] (3) By generating braking force on the front and rear wheels of the collision side according to the occurrence of a side collision, and restricting these wheels in the front and rear directions relative to the road surface, it is possible to generate frictional force that normally hinders the movement of the suspension device that accompanies the front and rear displacement of the wheels during movement, thereby suppressing the roll behavior in the direction of the collision side downward caused by the side collision and the roll behavior in the direction of the collision side upward caused by its rebound, and stabilizing the vehicle body behavior after the collision.

[0162] (4) After the lateral control is executed, in accordance with the end of the vehicle’s behavior caused by the side collision (the collision avoidance decision is established), the braking force is generated on all wheels in a way that keeps the vehicle in a stopped state, thereby preventing the vehicle from moving against the wishes of the driver or other users after the collision, and further improving safety.

[0163] (Modified Example)

[0164] The present invention is not limited to the embodiments described above, and various modifications and / or alterations are possible, and these modifications and alterations are also within the technical scope of the present invention.

[0165] (1) The configuration of the vehicle control device and the vehicle is not limited to the above-described embodiments and can be modified appropriately.

[0166] For example, the allocation of functions to each unit is one example, and appropriate changes can be made.

[0167] For example, in one implementation, the airbag control unit 300 uses the output of the collision sensor 301 to make a collision determination, but it can also be used in place of the collision sensor 301 or in combination with it to make a collision determination based on the output of physical sensors used for vehicle motion control, such as the vehicle speed sensor 101, the yaw rate sensor 102, the longitudinal acceleration sensor 103, and the lateral acceleration sensor 104.

[0168] (2) In the implementation, braking force is generated in various braking controls after a side collision by a hydraulic service brake, but it is not limited to this. For example, an electric brake that utilizes an electric generator or an electric parking brake that can perform dynamic braking can also be used to generate braking force.

[0169] (3) In the embodiment, roll suppression control is started after a side collision occurs, but it is not limited to this. It can also be configured to use an environment recognition unit, for example, as a side collision detection unit, and start roll suppression control before the actual collision occurs when a precursor to a side collision is detected.

[0170] (4) In the implementation, when yaw control is performed, no braking force is generated except for the wheel that is braking (the wheel that becomes the fulcrum of the yaw behavior), but it is not limited to this, and other wheels may also generate a relatively small braking force that does not hinder the yaw behavior.

Claims

1. A vehicle control device, characterized in that, The vehicle control device includes: The braking control unit is capable of independently controlling the braking force of the braking devices installed on the left and right front wheels and the left and right rear wheels; The side impact detection unit detects side impacts on the vehicle. as well as The yaw behavior detection unit detects the yaw behavior of the vehicle body. The braking control unit performs yaw control. When yaw behavior is detected after a side collision in which the rear of the vehicle body moves in the opposite direction to the side of the collision relative to the front of the vehicle body, the braking device of the front wheel on the collision side generates a greater braking force than the braking devices of the other wheels. When yaw behavior is detected after a side collision in which the front of the vehicle body moves in the opposite direction to the side of the collision relative to the rear of the vehicle body, the braking device of the rear wheel on the collision side generates a greater braking force than the braking devices of the other wheels.

2. The vehicle control device according to claim 1, characterized in that, The vehicle control device includes an environmental recognition unit that identifies the environment surrounding the vehicle. When the environmental recognition unit detects a risky object near the vehicle, the braking control unit prohibits the lateral movement control.

3. The vehicle control device according to claim 1, characterized in that, The side collision detection unit has the function of detecting the occurrence or precursors of the side collision. Based on the occurrence or precursor of the side collision, the braking control unit performs roll suppression control, which causes the braking devices of the front and rear wheels on the collision side to generate braking force, before performing the lateral movement control.

4. The vehicle control device according to claim 2, characterized in that, The side collision detection unit has the function of detecting the occurrence or precursors of the side collision. Based on the occurrence or precursor of the side collision, the braking control unit performs roll suppression control, which causes the braking devices of the front and rear wheels on the collision side to generate braking force, before performing the lateral movement control.

5. The vehicle control device according to any one of claims 1 to 4, characterized in that, After performing the lateral movement control, the braking control unit controls the braking devices of each wheel in a manner that keeps the vehicle in a stopped state, corresponding to the end of the vehicle's behavior caused by the side collision.

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