Control device and control program

Abstract

A control device (10) is provided with: a driving force acquisition unit (31) that acquires driving force applied to a road surface by a vehicle (100); a longitudinal acceleration acquisition unit (32) that acquires longitudinal acceleration, which is acceleration in the front-rear direction of the vehicle; an angle calculation unit (61) that calculates, on the basis of the driving force and the longitudinal acceleration, a trajectory angle ([theta]), which is an angle formed by a trajectory of a rotational center axis of a wheel (104) of the vehicle with respect to a road surface; and a height estimation unit (62) that estimates step heights (H, H1-H3), which are the heights of steps (200) provided on the road surface, on the basis of the trajectory angle.

Description

[0001] Reference to Related Applications This application is based on Japanese Patent Application No. 2023-097275 filed on June 13, 2023, the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0002] The present application relates to a control device and a control program. BACKGROUND

[0003] In Japanese Patent Publication No. 2019-093761, a device is described that is capable of estimating the height of a step in the case where a wheel of a vehicle contacts the step. According to the device, in the case where the step is a wheel stopper, an appropriate braking force can be generated at a time point before the wheel crosses the step and the vehicle can be stopped. In addition, in the case where the step is not a wheel stopper, a necessary and appropriate driving force can be generated in order to cross the step, and the step can be crossed while the vehicle is suppressed from flying out. SUMMARY

[0004] In the above-described device, after the wheel contacts the step, the height of the step is estimated based on the torque value at the time when the wheel starts to move, while the driving force is gradually increased. The "time when the wheel starts to move" is determined based on the measurement value of the vehicle speed sensor.

[0005] However, as a result of the inventors' detailed research, the following technical problem was found. That is, in a general vehicle speed sensor, it is difficult to detect an extremely low vehicle speed such as 1 km / h or less. Therefore, in the device described in the above-described Patent Document 1, the time when the wheel starts to move can be later than the actual time when the wheel starts to move. In this case, the time when the height of the step can be accurately estimated is delayed, and as a result, the time when the braking force is generated is delayed, and thus, it can be possible that the wheel crosses the wheel stopper and the like.

[0006] An object of the present disclosure is to provide a control device and a control program that are capable of accurately and promptly estimating the height of a step.

[0007] The control device of the present disclosure includes a driving force acquisition section that acquires a driving force applied to a road surface by a vehicle, a longitudinal acceleration acquisition section that acquires an acceleration in a front-rear direction, i.e., a longitudinal acceleration, of the vehicle, an angle calculation section that calculates an angle, i.e., a trajectory angle, formed by a trajectory of a center axis of rotation of a wheel possessed by the vehicle with respect to the road surface, based on the driving force and the longitudinal acceleration, and a height estimation section that estimates a height, i.e., a step height, of a step provided to the road surface, based on the trajectory angle.

[0008] The control program of the present disclosure is a control program for causing a computer to execute processing including a driving force acquisition step, a longitudinal acceleration acquisition step, an angle calculation step, and a height estimation step, the driving force acquisition step acquires a driving force exerted on a road surface by a vehicle, the longitudinal acceleration acquisition step acquires an acceleration in a front-rear direction, i.e., a longitudinal acceleration, of the vehicle, the angle calculation step calculates an angle, i.e., a trajectory angle, that a trajectory of a center axis of rotation of a wheel possessed by the vehicle makes with respect to the road surface, based on the driving force and the longitudinal acceleration, and the height estimation step estimates a height, i.e., a step height, of a step provided on the road surface, based on the trajectory angle.

[0009] According to the present disclosure, a control device and a control program capable of accurately and promptly estimating a height of a step are provided. BRIEF DESCRIPTION OF DRAWINGS

[0010] Figure 1 is a block diagram showing an example of a structure of a vehicle equipped with a control device of one embodiment of the present disclosure.

[0011] Figure 2 is a side view showing an example of a state in which a wheel contacts a step.

[0012] Figure 3 is a block diagram showing an example of a hardware structure of a control device.

[0013] Figure 4 is a block diagram showing an example of a functional structure of a control device.

[0014] Figure 5 is a block diagram showing an example of a height estimation process and structures related thereto.

[0015] Figure 6 is a graph showing an example of a trajectory of a center axis of rotation of a wheel and a trajectory angle when a vehicle travels toward a step.

[0016] Figure 7 is a block diagram showing an example of a two-wheel / single-wheel determination process of the first example and structures related thereto.

[0017] Figure 8 is a block diagram showing an example of a two-wheel / single-wheel determination process of the second example and structures related thereto.

[0018] Figure 9 is a block diagram showing an example of a two-wheel / single-wheel determination process of the third example and structures related thereto.

[0019] Figure 10 is a block diagram showing an example of a front-wheel / rear-wheel determination process and structures related thereto.

[0020] Figure 11 is a block diagram showing an example of a step determination process and a structure related thereto.

[0021] Figure 12 is a front view showing an example of a state in which a single wheel crosses a step.

[0022] Figure 13 is a block diagram showing an example of a just-start determination process and a structure related thereto.

[0023] Figure 14 is a block diagram showing an example of a mode determination process and a structure related thereto.

[0024] Figure 15 is a block diagram showing an example of an indication portion and a structure related thereto.

[0025] Figure 16 is a flowchart showing an example of a flow of a control process.

[0026] Figure 17 is a flowchart showing an example of a two-wheel / single-wheel determination process of a first example.

[0027] Figure 18 is a flowchart showing an example of a two-wheel / single-wheel determination process of a second example.

[0028] Figure 19 is a flowchart showing an example of a two-wheel / single-wheel determination process of a third example.

[0029] Figure 20 is a flowchart showing an example of a front-wheel / rear-wheel determination process.

[0030] Figure 21 is a flowchart showing an example of a just-start determination process.

[0031] Figure 22 is a first timing chart showing a first operation example of a control device.

[0032] Figure 23 is a second timing chart showing a first operation example of a control device.

[0033] Figure 24 is a first timing chart showing a second operation example of a control device.

[0034] Figure 25 is a second timing chart showing a second operation example of a control device.

[0035] Figure 26 is a schematic view illustrating a third operation example of a control device.

[0036] Figure 27 is a schematic view illustrating a fourth operation example of a control device.

[0037] Figure 28 is a schematic diagram illustrating a fifth example of the operation of the control device.

[0038] Figure 29 is a schematic diagram illustrating a sixth example of the operation of the control device.

[0039] Figure 30 is a schematic diagram illustrating a seventh example of the operation of the control device.

[0040] Figure 31 is a schematic diagram illustrating an eighth example of the operation of the control device.

[0041] Figure 32 is a schematic diagram illustrating a ninth example of the operation of the control device. DETAILED DESCRIPTION

[0042] Hereinafter, the present embodiment will be described with reference to the drawings. For the sake of facilitating the understanding of the description, the same reference signs are attached to the same constituent elements in each drawing, and repetitive description is omitted.

[0043] As shown in FIG. 1, the control device 10 of the present embodiment is installed in a vehicle 100, and is configured as a device for performing control of the vehicle 100 and the like. Before the control device 10 is described, the structure of the vehicle 100 will be described. Figure 1

[0044] The vehicle 100 is a vehicle that travels based on a driving operation by a driver. However, in a case where the wheel 104 comes into contact with a step to be described later, or the like, a part of the driving operation (for example, braking) is sometimes automatically performed by the control device 10. The vehicle 100 includes a vehicle body 102, a plurality of wheels 104, a rotary electric machine 106, a battery 108, and a sensor group 130.

[0045] The vehicle body 102 is a main part of the vehicle 100, and is a part called "vehicle body". The number of the plurality of wheels 104 is four. That is, the vehicle 100 is a four-wheel vehicle. The plurality of wheels 104 has a wheel 104 on the left front side, a wheel 104 on the right front side, a wheel 104 on the left rear side, and a wheel 104 on the right rear side. Hereinafter, the wheel 104 on the front side is referred to as "front wheel", and the wheel 104 on the rear side is referred to as "rear wheel". In addition, the wheels 104 on the left and right sides are referred to as "two wheels", and one of the two wheels is referred to as "single wheel". As an example, the front wheel is a driven wheel, and the rear wheel is a driving wheel. The rear wheel is rotated by a driving force of the rotary electric machine 106 to be described later, and causes the vehicle 100 to travel.

[0046] ​Thus, the vehicle 100 of the present embodiment is configured as a rear-wheel drive vehicle. In addition, the vehicle 100 can be configured as a front-wheel drive vehicle, or as a four-wheel drive vehicle. In the case of a four-wheel drive vehicle, a rotary electric machine for driving the front wheels can be additionally provided in addition to the rotary electric machine 106 for driving the rear wheels.

[0047] A brake device 110 is provided to the wheel 104. The brake device 110 is a braking device that applies a braking force to the wheel 104 by hydraulic pressure or electricity. The operation of the brake device 110 is controlled by a brake ECU (Electronic Control Unit) 112 described later.

[0048] The rotary electric machine 106 is a device that generates a driving force for rotating the rear wheels, i.e., a driving force required for running of the vehicle 100, by receiving a supply of electric power from a battery 108 described later. The rotary electric machine 106 is a so-called "motor generator". The driving force generated by the rotary electric machine 106 is transmitted to the rear wheels via a power transmission mechanism 114 to rotate the rear wheels. In addition, the transmission of electric power between the battery 108 and the rotary electric machine 106 is performed via an inverter (omitted from the drawing) as a power converter. The inverter controls the operation of the rotary electric machine 106 in accordance with an instruction from the control device 10.

[0049] The rotary electric machine 106 can generate a braking force for decelerating the vehicle 100 by regeneration in addition to generating a driving force for accelerating the vehicle 100. The braking of the vehicle 100 can be performed by the rotary electric machine 106, or by the brake device 110 described above.

[0050] The battery 108 is a storage battery for supplying electric power for driving to the rotary electric machine 106. In the present embodiment, a lithium-ion battery is used as the battery 108. Regeneration electric power generated by the rotary electric machine 106 at the time of braking is supplied to the battery 108 via the inverter and charges the battery 108.

[0051] In the vehicle 100, the brake ECU 112 is provided separately from the control device 10. As described later, both the control device 10 and the brake ECU 112 are configured as computers having a CPU (Central Processing Unit), a ROM (ReadOnly Memory), and a RAM (Random Access Memory), and the like. The CPU, the ROM, and the RAM can perform bidirectional communication with each other through a network provided to the vehicle 100. The brake ECU 112 performs processing of controlling the operation of the brake device 110 in accordance with an instruction from the control device 10.

[0052] Alternatively, the control device 10 and the brake ECU 112 may not be separate devices as in this embodiment. For example, the functions of the brake ECU 112 may be integrated into the control device 10. The specific structure of the control device 10, which will be described later, is not particularly limited.

[0053] Sensor group 130 includes multiple sensors that detect various physical quantities in vehicle 100. Each sensor outputs a signal corresponding to the detected physical quantity. The multiple sensors are located in various parts of vehicle 100, but... Figure 1 In the diagram, multiple sensors are schematically depicted as a sensor group 130 by a single block. The sensor group 130 is communicatively connected to the control device 10.

[0054] Figure 2 The diagram shows the state of contact between wheel 104 and step 200. Step 200 is disposed on the road surface, creating a height H (hereinafter referred to as "step height H") between step 200 and the road surface. Figure 2 In the example shown, step 200 is, for example, a vehicle stop. A vehicle stop is an example of a step that is prohibited from being crossed (in other words, a step that is not allowed to be crossed). Here, a vehicle stop is illustrated as an example of a step that is prohibited from being crossed, but the step could also be a curb. In addition, a step that is prohibited from being crossed can be any type of step.

[0055] from Figure 2 Starting from the indicated state, as vehicle 100 is about to move towards step 200, wheel 104 climbs onto step 200. Additionally, Figure 2 Steps that are prohibited from being crossed are shown, but step 200 is sometimes a step that needs to be crossed (in other words, a step that can be crossed). Examples of steps that need to be crossed include low curbs and gently sloping speed bumps. As will be explained in detail later, when the wheel 104 steps onto step 200, the control device 10 estimates the step height H and controls the driving force and braking force of the vehicle 100 based on the estimated step height H. Figure 2 The “grounding length L”, “trajectory angle θ” and “trajectory angle” θ1 shown will be explained later.

[0056] like Figure 3 As shown, as a hardware structure, the control device 10 has a CPU 12, a ROM 14, a RAM 16, and a memory 18. The CPU 12, ROM 14, RAM 16, and memory 18 are connected to each other via a bus (not shown) in a manner that enables them to communicate with each other.

[0057] The CPU 12 executes various programs to control the vehicle 100. Specifically, the CPU 12 reads various programs stored in the ROM 14 or memory 18, and uses the RAM 16 as the working area to execute the programs. Then, the CPU 12 performs various calculations according to the programs to control the vehicle 100.

[0058] ROM 14 stores various programs and data. RAM 16 serves as a working area for temporary storage of programs or data. Memory 18 is composed of recording media such as HDD (Hard Disk Drive), SSD (Solid State Drive), or flash memory. Memory 18 stores various programs, including the operating system, and various information used to control vehicle 100.

[0059] The control program 20 is stored in ROM 14. The control program 20 may also be stored in memory 18. CPU 12 reads the control program 20 and executes it using RAM 16 as its working area. Then, CPU 12 executes control processing for controlling the vehicle 100 according to the control program 20. The control processing is executed by CPU 12 acting as an acquisition unit 30, a calculation unit 50, an estimation unit 60, a determination unit 70, and an instruction unit 90 according to the control program 20.

[0060] like Figure 4 As shown, the acquisition unit 30 acquires various physical quantities detected by each sensor based on signals from the sensor group 130. The calculation unit 50 performs calculations based on the various physical quantities acquired by the acquisition unit 30 and generates calculated values. The estimation unit 60 performs estimation processing based on the various physical quantities acquired by the acquisition unit 30 and generates estimated values. The estimation processing performed by the estimation unit 60 includes height estimation processing. The height estimation processing will be described later.

[0061] The determination unit 70 performs determination processing based on various physical quantities acquired by the acquisition unit 30 and estimated values ​​estimated by the estimation unit 60, and generates a determination result. The determination processing performed by the determination unit 70 includes two-wheel / single-wheel determination processing, front-wheel / rear-wheel determination processing, step determination processing, post-start determination processing, and mode determination processing. Each determination processing will be described later. The instruction unit 90 controls the vehicle 100 based on the calculated values ​​calculated by the calculation unit 50 and the determination result determined by the determination unit 70. Specifically, the instruction unit 90 outputs instructions to the inverter and the brake ECU 112.

[0062] Next, refer to Figure 5 This section explains the height estimation process and related structures. The height estimation process involves estimating the step height H.

[0063] The sensor group 130 includes a current sensor 131, a longitudinal acceleration sensor 132, and a wheel speed sensor 133. The current sensor 131 is a sensor for detecting the value of the driving current flowing through the rotary electric machine 106. The longitudinal acceleration sensor 132 is a sensor for detecting the acceleration of the vehicle 100 in the front-rear direction, i.e., the longitudinal acceleration. The wheel speed sensor 133 is a sensor for detecting the rotational speed of the wheel 104 as the wheel speed. The wheel speed sensor 133 is provided separately with respect to the four wheels 104, but in Figure 5 , the wheel speed sensor 133 is schematically depicted as a single block.

[0064] The acquisition section 30 has a driving force acquisition section 31, a longitudinal acceleration acquisition section 32, and a vehicle speed acquisition section 33. The driving force acquisition section 31 acquires the value of the driving current based on the signal from the current sensor 131, and calculates the driving force applied by the vehicle 100 to the road surface based on the value of the driving current, thereby acquiring the driving force. The longitudinal acceleration acquisition section 32 acquires the longitudinal acceleration based on the signal from the longitudinal acceleration sensor 132. The vehicle speed acquisition section 33 acquires the rotational speed of the wheel 104 based on the signal from the wheel speed sensor 133, and calculates the travel speed of the vehicle 100 in the front-rear direction (hereinafter, referred to as "vehicle speed") based on the rotational speed of the wheel 104, thereby acquiring the vehicle speed.

[0065] The estimation section 60 has an angle calculation section 61 and a height estimation section 62. The angle calculation section 61 performs an angle calculation process of calculating the trajectory angle Θ (refer to Figure 2 ) based on the driving force, the longitudinal acceleration, and the vehicle speed.

[0066] Here, the trajectory angle Θ is described with reference to Figure 2 . The trajectory angle Θ refers to the angle that the trajectory of the rotational center axis AX of the wheel 104 possessed by the vehicle 100 makes with respect to the road surface. Θ1 is the trajectory angle when the wheel 104 is assumed to be an ideal circular disk (i.e., a rigid circular disk). The trajectory angle Θ is smaller than the trajectory angle Θ1 due to the deformation of the tire accompanying the passage of the wheel 104 over the step 200.

[0067] Returning to Figure 5 and continuing the description. In the angle calculation process, the angle calculation section 61 calculates the vertical load F z using the following equation (1). The vertical load F z is, for example, the force applied to the downward side with respect to the wheel 104. The vertical load F z is calculated as the total value of the forces borne by the two wheels.

[0068] [Mathematical Expression 1]

[0069] "m" on the right side of the first term of formula (1) is the weight of the vehicle 100. "g" is the gravitational acceleration. "l" is the wheelbase length of the vehicle 100. "l r " is the length in the front-rear direction from the center of gravity of the vehicle 100 to the rotation center axis AX of the rear wheels. "G x " is the longitudinal acceleration acquired by the longitudinal acceleration acquisition section 32. "h" is the height from the road surface to the center of gravity of the vehicle 100 (hereinafter, referred to as "center of gravity height"). The first term on the right side of formula (1) indicates the component in the direction toward the lower side of the force applied to each wheel 104 as a dynamic load when the vehicle 100 is running.

[0070] "d s " on the right side of the second term of formula (1) is the damping coefficient of the damper (omitted from the drawing) provided to the vehicle 100. "V s " is the vehicle speed acquired by the vehicle speed acquisition section 33. "θ old " is the value of the track angle θ calculated in the previous control processing. When the initial angle calculation processing is performed, for example, 0 is used as the value of "θ old ". The second term on the right side of formula (1) indicates the force applied to each wheel 104 as the damper stretches and contracts.

[0071] After the vertical load F z is calculated, the angle calculation section 61 calculates the track angle θ using the following formula (2).

[0072] [Formula 2]

[0073] "F mg " on the right side of formula (2) is the driving force acquired by the driving force acquisition section 31, that is, the driving force applied to the road surface by the driving wheels of the vehicle 100.

[0074] As described above, the angle calculation section 61 calculates the track angle θ at the current position of the vehicle 100 based on the driving force acquired by the driving force acquisition section 31, the longitudinal acceleration acquired by the longitudinal acceleration acquisition section 32, and the vehicle speed acquired by the vehicle speed acquisition section 33.

[0075] Figure 6The graph indicated by a solid line in (A) of FIG. 10 represents a relationship between a travel distance of the vehicle 100 (horizontal axis) and a height of the rotation center axis AX of the wheel 104 (vertical axis) when the vehicle 100 travels toward the step 200. The height of the rotation center axis AX of the wheel 104 is represented by a change amount in the height direction of the rotation center axis AX. This graph can represent a locus of the rotation center axis AX in the travel of the vehicle 100. Figure 6 The 0 indicated in (A) of FIG. 10 represents a locus angle Θ when the vehicle 100 is at the position xl. Such a locus angle Θ can be defined in correspondence with each position of the vehicle 100.

[0076] Figure 6 The graph indicated by a solid line in (B) of FIG. 10 represents a relationship between a travel distance of the vehicle 100 (horizontal axis) and a locus angle Θ (vertical axis) when the vehicle 100 travels toward the step 200. The locus angle Θ is a maximum value Θ max of the locus angle Θ when the position of the vehicle 100 moves from xl to x2. The position x2 is a position corresponding to a peak of the locus angle Θ when the wheel 104 is to clear the step 200, that is, a point at which a maximum load is generated, before the wheel 104 reaches the top of the step 200. A distance from the position xl to the position x2 can be referred to as a climbing distance. Figure 6 The "rate of change of the locus angle Θ" and the "declining slope of the locus angle Θ" indicated in (B) of FIG. 10 will be described later. θ

[0077] In addition, as described above, the "locus angle Θ" refers to an angle that the locus of the rotation center axis AX of the wheel 104 or the like makes with respect to the road surface, but the "locus of the rotation center axis AX" referred to herein refers to the locus of the rotation center axis AX when the vehicle 100 is observed in the right-left direction thereof. The locus of the rotation center axis AX reflects a deformation of the tire that occurs when the wheel 104 clears the step 200. Figure 6 The shape of the step 200 indicated by a one-dot chain line in (A) of FIG. 10. The locus of the rotation center axis AX and the shape of the step 200 are different from each other due to a deformation of the tire that occurs when the wheel 104 clears the step 200.

[0078] Returning to Figure 5 and continuing the description. The height estimation unit 62 estimates a height of the step 200, that is, a step height H, on the basis of the locus angle Θ. Specifically, as the step height H, the height estimation unit 62 estimates a first step height HI, a second step height H2, and a third step height H3.

[0079] For example, the height estimation unit 62 estimates the first step height HI, the second step height H2, and the third step height H3 on the basis of a maximum value Θ max ​, the ground contact length L of the wheel 104, and the rolling radius R of the wheel 104 to estimate a first step height Hl as the step height H. Further, the height estimation unit 62 estimates a second step height H2 as the step height H based on the rate of change K of the trajectory angle Q, the ground contact length L of the wheel 104, and the rolling radius R of the wheel 104. Further, the height estimation unit 62 estimates a third step height H3 as the step height H based on the maximum value Q max , the descending slope K of the trajectory angle Q θ , and the ground contact length L of the wheel 104. The calculation methods of the first step height Hl, the second step height H2, and the third step height H3 will be described later.

[0080] After the first step height Hl, the second step height H2, and the third step height H3 are estimated, the height estimation unit 62 executes a first selection process and a second selection process. In the first selection process, the height estimation unit 62 selects the maximum value among the first step height Hl and the second step height H2 as the step height H. On the other hand, in the second selection process, the height estimation unit 62 selects the maximum value among the first step height Hl, the second step height H2, and the third step height H3 as the step height H.

[0081] Next, the calculation method of the first step height Hl will be described. In this calculation method, the first step height Hl is estimated based on the maximum value Q max of the trajectory angle Q when the vehicle 100 crosses the step 200. The trajectory angle Ql when the wheel 104 is an ideal circular disk is calculated using the trajectory angle Q and by the following equation (3).

[0082] [Mathematical equation 3]

[0083] The step height H when the wheel 104 is an ideal circular disk is calculated using the trajectory angle Ql and by the following equation (4). Then, based on the equations (3) and (4), the first step height Hl is calculated by the following equation (5).

[0084] [Mathematical equation 4]

[0085] [Mathematical equation 5]

[0086] Thus, in the calculation method of the first step height Hl, since the first step height Hl is estimated based on the maximum value Q max of the trajectory angle Q when the vehicle 100 crosses the step 200, the estimation accuracy of the first step height Hl is high. However, since the maximum value Qmax (peak) to obtain the first step height Hl (maximum height), and thus, in the estimation of the first step height Hl, the time from when the vehicle 100 starts to cross the step 200 until the track angle θ becomes the maximum value θ max is required.

[0087] Next, the calculation method of the second step height H2 will be described. In this calculation method, the second step height H2 is estimated from the rate of change κ of the track angle θ. The maximum value θ max of the track angle θ is represented by the following equation (6), and the rate of change κ of the track angle θ is represented by the following equation (7).

[0088] [Equation 6]

[0089] [Equation 7]

[0090] Then, according to equations (6) and (7), the second step height H2 is calculated by the following equation (8).

[0091] [Equation 8]

[0092] Thus, in the calculation method of the second step height H2, since the second step height H2 is estimated from the rate of change κ of the track angle θ, the wheel 104 can be detected to be in contact with the step 200 quickly before the track angle θ becomes the maximum value θ max .

[0093] Next, the calculation method of the third step height H3 will be described. For example, in the case where the vehicle 100 obliquely crosses the step 200 when viewed from above, since the track angle θ becomes smaller compared to the case where the step 200 is vertically crossed, the step height H is estimated to be lower.

[0094] Thus, in this calculation method, the case where the vehicle 100 obliquely crosses the step 200 when viewed from above is assumed and the third step height H3 is estimated. That is, the third step height H3 is calculated using the descending slope K θ of the track angle θ and by the following equation (9). In addition, the descending slope K θ of the track angle θ is calculated similarly to the rate of change κ of the track angle θ.

[0095] [Equation 9]

[0096] Next, two-wheel / single-wheel determination processing will be described. The two-wheel / single-wheel determination processing is processing of determining whether two wheels or one wheel climbs the step 200. The two wheels herein refer to the front wheels on the left and right sides when the vehicle 100 is advancing, and the rear wheels on the left and right sides when the vehicle 100 is retreating. In the present embodiment, as the two-wheel / single-wheel determination processing, first to third examples of the two-wheel / single-wheel determination processing will be exemplified.

[0097] First, with reference to Figure 7 , the first example of the two-wheel / single-wheel determination processing and the structure related thereto will be described.

[0098] The sensor group 130 has, in addition to the wheel speed sensor 133 described above, a lateral acceleration sensor 134 and a yaw rate sensor 135. The lateral acceleration sensor 134 is a sensor for detecting the acceleration in the lateral direction of the vehicle 100, i.e., the lateral acceleration. The yaw rate sensor 135 is a sensor for detecting the rotational angular velocity around the vertical axis passing through the center of gravity of the vehicle 100, i.e., the yaw rate.

[0099] The acquisition unit 30 has, in addition to the vehicle speed acquisition unit 33 described above, a lateral acceleration acquisition unit 34 and a yaw rate acquisition unit 35. The lateral acceleration acquisition unit 34 acquires the lateral acceleration on the basis of the signal from the lateral acceleration sensor 134. The yaw rate acquisition unit 35 acquires the yaw rate on the basis of the signal from the yaw rate sensor 135. The yaw rate at this time is the actual yaw rate directly obtained on the basis of the detection result of the yaw rate sensor 135. In addition, the yaw rate acquisition unit 35 can also acquire the wheel speeds of the two wheels on the basis of the signal from the wheel speed sensor 133, and calculate the yaw rate on the basis of the acquired wheel speeds, thereby acquiring the yaw rate. The yaw rate at this time is the yaw rate estimated from the detection result of the wheel speed sensor 133, and is the wheel speed yaw rate corresponding to the wheel speed.

[0100] The determination unit 70 has a height determination unit 71, a proportion value calculation unit 72, and a two-wheel / single-wheel determination unit 73. The height determination unit 71 determines whether the step height H (as an example, the first step height H1) estimated by the height estimation unit 62 is higher than a predetermined prescribed height. The prescribed height is set to a value (for example, 2 cm) at which contact with the step 200 can be detected before the wheel 104 crosses the step 200. The proportion value calculation unit 72, in the case where the step height H is determined by the height determination unit 71 to be higher than the prescribed height, calculates a value obtained by comparing the lateral acceleration with the yaw rate, i.e., the lateral acceleration proportion value δ G .

[0101] The lateral acceleration proportion value δ Gis calculated by the following expression (10). In expression (10), "Gy" is the lateral acceleration acquired by the lateral acceleration acquisition section 34. "K" is a coefficient. "Vx" is the vehicle speed acquired by the vehicle speed acquisition section 33. "r" is the yaw rate acquired by the yaw rate acquisition section 35. "const" is a zero division prevention coefficient. The zero division prevention coefficient const is, for example, a coefficient for preventing the denominator of expression (10) from becoming 0 in the case where Vx x r < 1, and has a value of, for example, 1. The value of the zero division prevention coefficient const is set, for example, in accordance with the degree of noise of the wheel speed sensor 133, the lateral acceleration sensor 134, and the yaw rate sensor 135.

[0102] [Math. 10]

[0103] The two-wheel / single-wheel determination section 73 determines whether the vehicle 100 ascends the step 200 with two wheels or with one wheel on the basis of the lateral acceleration ratio value δ G . Specifically, the two-wheel / single-wheel determination section 73 determines whether the absolute value of the lateral acceleration ratio value δ G is below a predetermined threshold value. The threshold value corresponding to the lateral acceleration ratio value δ G is set to the maximum value of the lateral acceleration ratio value δ G obtained when the vehicle 100 ascends the step 200 with two wheels.

[0104] Moreover, the two-wheel / single-wheel determination section 73 determines that the vehicle 100 ascends the step 200 with two wheels in the case where the absolute value of the lateral acceleration ratio value δ G is below the threshold value, and determines that the vehicle 100 ascends the step 200 with one wheel in the case where the absolute value of the lateral acceleration ratio value δ G is greater than the threshold value.

[0105] Thus, in the two-wheel / single-wheel determination processing of the first example, in the case where the vehicle 100 ascends the step 200 with one wheel, the vehicle 100 tilts to the left and right, and therefore the tilt of the vehicle 100 can be detected as the lateral acceleration. Moreover, in order to eliminate the lateral acceleration generated when the vehicle 100 turns, the value obtained by comparing the lateral acceleration and the yaw rate, that is, the lateral acceleration ratio value δ G is calculated, and determination is made by the lateral acceleration ratio value δ G that represents the tilt of the vehicle 100.

[0106] Next, with reference to Figure 8 , the two-wheel / single-wheel determination processing of the second example and the structure related thereto will be described.

[0107] As described above, the sensor group 130 has the wheel speed sensor 133 and the yaw rate sensor 135. The acquisition section 30 has a wheel speed acquisition section 36, an actual yaw rate acquisition section 37, and a wheel speed yaw rate acquisition section 38. The wheel speed acquisition section 36 acquires the wheel speeds of the two wheels on the basis of the signals from the wheel speed sensor 133. The actual yaw rate acquisition section 37 acquires the actual yaw rate on the basis of the signals from the yaw rate sensor 135. The wheel speed yaw rate acquisition section 38 acquires the wheel speeds of the two wheels on the basis of the signals from the wheel speed sensor 133, and calculates the wheel speed yaw rate on the basis of the acquired wheel speeds, thereby acquiring the wheel speed yaw rate.

[0108] As described above, the determination section 70 has a height determination section 71, a ratio value calculation section 72, and a two-wheel / single-wheel determination section 73. The height determination section 71 determines whether or not the step height H (as an example, the first step height Hl) estimated by the height estimation section 62 is higher than a prescribed height, similarly to the case of the two-wheel / single-wheel determination processing of the first example. The ratio value calculation section 72 calculates a yaw rate ratio value δ r .

[0109] The yaw rate ratio value δ r is calculated by the following expressions (11) and (12). In the expressions, "r wheel " is the wheel speed yaw rate acquired by the wheel speed yaw rate acquisition section 38. "r" is the yaw rate (i.e., the actual yaw rate) acquired by the actual yaw rate acquisition section 37. "const" is a zero-division prevention coefficient. The zero-division prevention coefficient const is a coefficient for preventing the denominator of the expression (11) from becoming 0, and has a value of, for example, 1. The value of the zero-division prevention coefficient const is set, for example, in accordance with the degree of noise of the wheel speed sensor 133 and the yaw rate sensor 135.

[0110] "V L " is the wheel speed of the left wheel 104 acquired by the wheel speed acquisition section 36. "V R " is the wheel speed of the right wheel 104 acquired by the wheel speed acquisition section 36. "V wheel " is the average of the wheel speeds of the two wheels calculated by the wheel speed yaw rate acquisition section 38. "L flg " is "1" when "V L > 0.8 km / h", and is "0" otherwise. "R flg " is "1" when "V R > 0.8 km / h", and is "0" otherwise. "tr" is the tread of the two wheels.

[0111] [Math. 11]

[0112] [Math. 12]

[0113] The two-wheel / single-wheel determination section 73 determines whether the vehicle 100 ascends the step 200 with two wheels or with one wheel, based on the yaw rate ratio value δ r . Specifically, the two-wheel / single-wheel determination section 73 determines whether the absolute value of the yaw rate ratio value δ r is below a predetermined threshold value. The threshold value corresponding to the yaw rate ratio value δ r is the maximum value of the yaw rate ratio value δ r obtained when the vehicle 100 ascends the step 200 with two wheels.

[0114] Further, the two-wheel / single-wheel determination section 73 determines that the vehicle 100 ascends the step 200 with two wheels when the absolute value of the yaw rate ratio value δ r is below the threshold value, and determines that the vehicle 100 ascends the step 200 with one wheel when the absolute value of the yaw rate ratio value δ r is greater than the threshold value.

[0115] Thus, in the two-wheel / single-wheel determination processing of the second example, the vehicle 100 tilts to the left or right when the vehicle 100 ascends the step 200 with one wheel, as compared to when the vehicle 100 ascends the step 200 with two wheels, and therefore the tilt of the vehicle 100 can be detected as the yaw rate. Further, in order to eliminate the yaw rate generated when the vehicle 100 turns, as described above, the value obtained by comparing the wheel speed yaw rate and the actual yaw rate, i.e., the yaw rate ratio value δ r is compared, and a determination is made by the yaw rate ratio value δ r caused by something other than a turn.

[0116] Next, with reference to Figure 9 , the two-wheel / single-wheel determination processing of the third example and the structure related thereto will be described.

[0117] As described above, the sensor group 130 has the wheel speed sensor 133, the lateral acceleration sensor 134, and the yaw rate sensor 135. As described above, the acquisition section 30 has the vehicle speed acquisition section 33, the lateral acceleration acquisition section 34, the wheel speed acquisition section 36, the actual yaw rate acquisition section 37, and the wheel speed yaw rate acquisition section 38.

[0118] The determination section 70 has a vehicle speed determination section 74 in addition to the above-described height determination section 71 and two-wheel / single-wheel determination section 73. In addition, instead of the above-described proportional value calculation section 72, the determination section 70 has a first proportional value calculation section 72A and a second proportional value calculation section 72B. The vehicle speed determination section 74 determines whether the vehicle speed is below a predetermined threshold speed. The threshold speed is set to the maximum value of the extremely low speed region (for example, 1 km / h).

[0119] The first proportional value calculation section 72A, like the proportional value calculation section 72 in the two-wheel / single-wheel determination processing of the first example described above, calculates a lateral acceleration proportional value δ G , which is a value obtained by comparing the lateral acceleration and the yaw rate, based on the lateral acceleration and the yaw rate in the case where the step height H is determined by the height determination section 71 to be higher than the prescribed height. r

[0120] In the case where the vehicle speed is determined by the vehicle speed determination section 74 to be below the threshold speed, the two-wheel / single-wheel determination section 73 performs determination of whether the two wheels or the single wheel ascends the step 200, that is, two-wheel / single-wheel determination, based on the lateral acceleration proportional value δ G . On the other hand, in the case where the vehicle speed is determined by the vehicle speed determination section 74 not to be below the threshold speed (that is, the vehicle speed exceeds the threshold speed), the two-wheel / single-wheel determination section 73 performs two-wheel / single-wheel determination based on the yaw rate proportional value δ r .

[0121] Thus, in the two-wheel / single-wheel determination processing of the third example, the accuracy of the yaw rate proportional value δ r is better at vehicle speeds higher than the extremely low speed, but at the extremely low speed, considering that the wheel speed sensor 133 cannot detect the wheel speed, in the case where the vehicle speed is below the threshold speed, two-wheel / single-wheel determination is performed based on the lateral acceleration proportional value δ G , and in the case where the vehicle speed exceeds the threshold speed, two-wheel / single-wheel determination is performed based on the yaw rate proportional value δ r .

[0122] Next, the front wheel / rear wheel determination processing and structures related thereto will be described with reference to Figure 10 . The front wheel / rear wheel determination processing is processing of determining whether the front wheel or the rear wheel ascends the step 200. ​

[0123] The sensor group 130 has, in addition to the longitudinal acceleration sensor 132 and the wheel speed sensor 133 described above, a shift position sensor 136. The shift position sensor 136 is a sensor for detecting the position of a shift lever installed in the vehicle 100.

[0124] The acquisition section 30 has, in addition to the vehicle speed acquisition section 33 described above, a front wheel speed acquisition section 36A, a rear wheel speed acquisition section 36B, an actual acceleration acquisition section 39, and a shift position acquisition section 40. The front wheel speed acquisition section 36A acquires the wheel speed of the front wheels on the basis of a signal from the wheel speed sensor 133 corresponding to the front wheels. The rear wheel speed acquisition section 36B acquires the wheel speed of the rear wheels on the basis of a signal from the wheel speed sensor 133 corresponding to the rear wheels. The actual acceleration acquisition section 39 acquires the actual acceleration of the vehicle 100 in the front-rear direction (i.e., the longitudinal acceleration) on the basis of a signal from the longitudinal acceleration sensor 132. The shift position acquisition section 40 acquires the position of the shift lever on the basis of a signal from the shift position sensor 136.

[0125] The determination section 70 has, in addition to the height determination section 71 and the vehicle speed determination section 74 described above, a shift position determination section 75, a parameter selection section 76, an acceleration estimation section 77, a gradient acceleration calculation section 78, and a front-rear wheel determination section 79.

[0126] The shift position determination section 75 determines the position of the shift lever. The parameter selection section 76 selects parameters for forward travel when the position of the shift lever is determined by the shift position determination section 75 to be a position for forward travel (e.g., the D position, the B position, or the S position). On the other hand, the parameter selection section 76 selects parameters for reverse travel when the position of the shift lever is determined by the shift position determination section 75 to be a position for reverse travel (i.e., the R position).

[0127] For example, the load when the wheels 104 contact the step 200 moves in the opposite direction between forward travel and reverse travel, so the longitudinal acceleration to the front side is set to a positive value in forward travel, and the longitudinal acceleration to the rear side is set to a positive value in reverse travel. In addition, the damping coefficients of the damper of the front wheels and the damper of the rear wheels are different from each other, so the correction parameter for the damper component for forward travel is used in forward travel, and the correction parameter for the damper component for reverse travel is used in reverse travel. In addition, the wheel speed used in the two-wheel / single-wheel determination processing is set to the front wheel speed in forward travel, and the wheel speed used in the two-wheel / single-wheel determination processing is set to the rear wheel speed in reverse travel.

[0128] The height determination unit 71 determines whether the step height H (as an example, the maximum value among the first step height Hl and the second step height H2) estimated by the height estimation unit 62 is higher than a predetermined prescribed height (for example, 10 mm). The vehicle speed determination unit 74 determines whether the vehicle speed is below a predetermined threshold speed (for example, 1 km / h) in a case where it is determined by the height determination unit 71 that the step height H is higher than the prescribed height.

[0129] The acceleration estimation unit 77 estimates the estimated acceleration of the vehicle 100 in the advancing direction on the basis of the front wheel speed or the rear wheel speed in a case where it is determined by the vehicle speed determination unit 74 that the vehicle speed is below the threshold speed. The gradient acceleration calculation unit 78 calculates the gradient acceleration which is the difference between the actual acceleration and the estimated acceleration.

[0130] The front / rear determination unit 79 determines whether the front wheel or the rear wheel ascends the step 200 on the basis of the estimated step height H slope and the step height H in a case where it is determined by the vehicle speed determination unit 74 that the vehicle speed is below the threshold speed, that is, the front / rear determination.

[0131] Specifically, the front / rear determination unit 79 determines whether the estimated step height H slope is lower than the step height H. Then, the front / rear determination unit 79 determines that the rear wheel ascends the step 200 in a case where the estimated step height H slope is lower than the step height H. On the other hand, the front / rear determination unit 79 determines that the front wheel ascends the step 200 in a case where the estimated step height H slope is equal to or higher than the step height H.

[0132] The estimated step height H slope is calculated by the following equation (13). "G x " is the actual acceleration (that is, the longitudinal acceleration) acquired by the actual acceleration acquisition unit 39. "G xVspd " is the estimated acceleration estimated by the acceleration estimation unit 77.

[0133] [Mathematical equation 13]

[0134] When advancing, if the front wheels climb the step 200, the vehicle 100 experiences a nose-up, and if the rear wheels climb the step 200, the vehicle 100 experiences a nose-down. In the vehicle 100, since the longitudinal acceleration sensor 132 is located on an equivalent spring, the gradient acceleration becomes an ascending gradient when the nose is up, and a descending gradient when the nose is down. Therefore, as described above, by comparing the estimated step height H slope and the step height H, it is possible to determine whether the front wheels or the rear wheels have climbed the step 200.

[0135] On the other hand, the front / rear wheel determination section 79 performs front / rear wheel determination based on the front wheel speed and the rear wheel speed in a case where it is determined by the vehicle speed determination section 74 that the vehicle speed is not below the threshold speed (i.e., the vehicle speed exceeds the threshold speed).

[0136] Specifically, the front / rear wheel determination section 79 determines whether the front wheels decelerate before the rear wheels or the rear wheels decelerate before the front wheels based on the front wheel speed and the rear wheel speed. Then, the front / rear wheel determination section 79 determines that the front wheels have climbed the step 200 in a case where it is determined that the front wheels decelerate before the rear wheels. On the other hand, the front / rear wheel determination section 79 determines that the rear wheels have climbed the step 200 in a case where it is determined that the rear wheels decelerate before the front wheels.

[0137] For example, in a case where the front wheels climb the step 200 when advancing, first, the front wheels decelerate by contacting the step 200, and the rear wheels continue to rotate by inertia. Thereafter, after deformation of the tire or the suspension of the front wheels or the like occurs, the deceleration acceleration is transmitted from the front wheels to the vehicle body 102, and the rear wheels start to decelerate. Therefore, in a case where the front wheels decelerate before the rear wheels, it is possible to determine that the front wheels have contacted. On the other hand, in a case where the rear wheels climb the step 200, first, the rear wheels decelerate, and thereafter the front wheels start to decelerate. Therefore, in a case where the rear wheels decelerate before the front wheels, it is possible to determine that the rear wheels have contacted.

[0138] Next, the step determination processing and structures related thereto will be described with reference to Figure 11 The step determination processing is processing of determining whether the step 200 with which the wheel 104 has contacted belongs to a step that needs to be crossed.

[0139] The determination section 70 has, in addition to the above-described two-wheel / single-wheel determination section 73 and the front / rear wheel determination section 79, a height correction section 80 and a step determination section 81.

[0140] The height correction unit 80 corrects the step height H based on the determination result of the two-wheel / single-wheel determination unit 73. Specifically, the height correction unit 80 corrects the step height H selected by the first selection processing based on the determination result of the two-wheel / single-wheel determination unit 73 in a case where the first selection processing is executed by the height estimation unit 62.

[0141] For example, the height correction unit 80 performs correction to set the step height H selected by the first selection processing to twice in a case where it is determined by the two-wheel / single-wheel determination unit 73 that the step 200 is climbed by one wheel. On the other hand, the height correction unit 80 directly adopts the step height H selected by the first selection processing in a case where it is determined by the two-wheel / single-wheel determination unit 73 that the step 200 is climbed by two wheels.

[0142] In addition, the height correction unit 80 corrects the step height H selected by the second selection processing based on the determination result of the two-wheel / single-wheel determination unit 73 in a case where the second selection processing is executed by the height estimation unit 62.

[0143] For example, the height correction unit 80 performs correction to set the step height H selected by the second selection processing to twice in a case where it is determined by the two-wheel / single-wheel determination unit 73 that the step 200 is climbed by one wheel. On the other hand, the height correction unit 80 directly adopts the step height H selected by the second selection processing in a case where it is determined by the two-wheel / single-wheel determination unit 73 that the step 200 is climbed by two wheels.

[0144] Here, the reason for setting the step height H to twice in a case where it is determined by the two-wheel / single-wheel determination unit 73 that the step 200 is climbed by one wheel will be described with reference to FIG. 9. Figure 12

[0145] In a case where it is determined that the step 200 is climbed by one wheel, the height of the step 200 estimated at the position of the center of gravity where the longitudinal acceleration sensor 132 is provided (i.e., the center of gravity height h) becomes lower than the actual step height H due to the inclination of the vehicle 100. Here, "Wg" is the width from the wheel 104 to the center of gravity, and "W" is the width between the wheels. The width Wg is half the width W. Therefore, in a case where it is determined that the step 200 is climbed by one wheel, the center of gravity height h becomes half the actual step height H. Since the step height H estimated by the height estimation unit 62 described above corresponds to the center of gravity height h, it is necessary to set the step height H to twice in a case where it is determined that the step 200 is climbed by one wheel.

[0146] Returning to Figure 11 ​and continues to be described. The height correction portion 80 corrects the step height H based on the determination result of the front / rear wheel determination portion 79. Specifically, the height correction portion 80, in the case where the vehicle 100 is advancing, when it is determined by the front / rear wheel determination portion 79 that the front wheel ascends the step 200, executes a height determination of whether the step height H selected by the second selection processing in the present control processing (hereinafter, referred to as "present step height H") is higher than the step height H selected by the second selection processing in the last control processing (hereinafter, referred to as "last step height H"), and when it is determined by the front / rear wheel determination portion 79 that the rear wheel ascends the step 200, cancels the height determination.

[0147] In addition, the height correction portion 80, in the case where the vehicle 100 is retreating, when it is determined by the front / rear wheel determination that the rear wheel ascends the step 200, executes the height determination, and when it is determined by the front / rear wheel determination portion 79 that the front wheel ascends the step 200, cancels the height determination.

[0148] The height correction portion 80, in the case where it is determined that the present step height H is higher than the last step height H, adopts the present step height H as the step height H. On the other hand, the height correction portion 80, in the case where it is determined that the present step height H is not higher than the last step height H (i.e., the present step height H is lower than the last step height H), adopts the last step height H as the step height H.

[0149] The step determination portion 81, in the case where the first selection processing is executed by the height estimation portion 62, determines whether the vehicle 100 needs to cross the step 200 based on the step height H corrected by the height correction portion 80 and the determination result of the front / rear wheel determination portion 79.

[0150] Specifically, the step determination portion 81, in the case where the vehicle 100 is advancing, when it is determined by the front / rear wheel determination portion 79 that the front wheel ascends the step 200, executes a determination of whether the vehicle 100 needs to cross the step 200, i.e., a crossing determination, and when it is determined by the front / rear wheel determination portion 79 that the rear wheel ascends the step 200, cancels the crossing determination.

[0151] In addition, the step determination portion 81, in the case where the vehicle 100 is retreating, when it is determined by the front / rear wheel determination that the rear wheel ascends the step 200, executes the crossing determination, and when it is determined by the front / rear wheel determination portion 79 that the front wheel ascends the step 200, cancels the crossing determination.

[0152] The step determination portion 81 determines whether the step height H is higher than a predetermined threshold height in the straddling determination. The threshold height can be arbitrarily set. For example, the threshold height is set to 50 mm. Then, the step determination portion 81 determines that it is a step that needs to be straddled in a case where it is determined that the step height H is not higher than the threshold height (i.e., the step height H is equal to or lower than the threshold height). On the other hand, the step determination portion 81 determines that it is not a step that needs to be straddled in a case where it is determined that the step height H is higher than the threshold height.

[0153] Next, with reference to Figure 13 , a start-up immediately after determination process and a structure related thereto will be described. The start-up immediately after determination process is a process of determining whether or not the vehicle 100 is in a state immediately after start-up.

[0154] As described above, the sensor group 130 has the wheel speed sensor 133. As described above, the acquisition portion 30 also has the vehicle speed acquisition portion 33 and the wheel speed acquisition portion 36.

[0155] The determination portion 70 has, in addition to the height determination portion 71 described above, a condition determination portion 82, a wheel speed determination portion 83, and a start-up immediately after determination portion 84. The condition determination portion 82 determines whether or not the current state of the vehicle 100 satisfies a condition for performing the presumption process (hereinafter, referred to as a "presumption permission condition"). As the presumption permission condition, for example, a vehicle speed of 1 km / h or less and an opening degree of the accelerator pedal of 50% or more can be cited.

[0156] The height determination portion 71 determines whether or not the step height H (as an example, the maximum value among the first step height H1 and the second step height H2) presumed by the height presumption portion 62 is higher than a predetermined prescribed height (for example, 30 mm) in a case where it is determined by the condition determination portion 82 that the current state of the vehicle 100 satisfies the presumption permission condition. The wheel speed determination portion 83 determines whether or not the wheel speed is a predetermined threshold speed or less in a case where it is determined by the height determination portion 71 that the step height H is higher than the prescribed height. The threshold speed is set to the maximum value of the extremely low speed region (for example, 1 km / h).

[0157] The start-up immediately after determination portion 84 determines that it is in a state immediately after start-up of the vehicle 100 in a case where it is determined by the wheel speed determination portion 83 that the wheel speed is the threshold speed or less.

[0158] Next, with reference to Figure 14 , a mode determination process and a structure related thereto will be described. The mode determination process is a process of determining a mode of controlling the driving force and the braking force (hereinafter, referred to as a "control mode").

[0159] As described above, the sensor group 130 has the wheel speed sensor 133. As described above, the acquisition section 30 also has the vehicle speed acquisition section 33.

[0160] The determination section 70 has the mode determination section 85. The mode determination section 85 determines the control mode to be selected, based on the vehicle speed acquired by the vehicle speed acquisition section 33, the step height H corrected by the height correction section 80, the determination result of the step determination section 81, and the determination result of the immediately after start determination section 84. Specifically, the determination section 70 performs the following processing.

[0161] For example, the determination section 70 sets each threshold value, to protect the step height not to intervene in the control and the vehicle speed not to intervene in the control. In addition, if the estimated step height is less than the control intervention threshold value, the determination section 70 selects the mode in which the drive force is output in accordance with the driver's request without intervening in the control. In addition, if the vehicle speed exceeds the control allowable vehicle speed, regardless of the step height, the determination section 70 selects the mode in which the drive force is output in accordance with the driver's request without intervening in the control. In addition, the determination section 70 selects the mode in which the low vehicle speed is limited, when the estimated step height is equal to or more than the control intervention threshold value and less than the step over prevention threshold value, and the control allowable vehicle speed is less than or equal to the control allowable vehicle speed, or the estimated value of the step height is equal to or more than the step over prevention threshold value, and the wheel speed is less than or equal to the control allowable vehicle speed and it is not determined that it is immediately after the start.

[0162] Next, the structure of the indication section 90 and the like will be described with reference to Figure 15 The indication section 90 indicates the inverter output. In addition, in the case where the indication section 90 cooperates with the brake device 110 and more actively uses the brake device 110 to stop the vehicle 100, the indication section 90 can also output an indication to the brake ECU 112.

[0163] The sensor group 130 has the accelerator sensor 137 and the brake sensor 138. The accelerator sensor 137 is a sensor for detecting the opening degree of the accelerator pedal possessed by the vehicle 100. The brake sensor 138 is a sensor for detecting the operation amount of the brake pedal possessed by the vehicle 100.

[0164] The acquisition section 30 has the opening degree acquisition section 41 and the operation amount acquisition section 42. The opening degree acquisition section 41 acquires the opening degree of the accelerator pedal based on the signal from the accelerator sensor 137. The operation amount acquisition section 42 acquires the operation amount of the brake pedal based on the signal from the brake sensor 138.

[0165] The indication section 90 generates an indication to the inverter and the brake ECU 112 based on the opening degree acquired by the opening degree acquisition section 41, the operation amount acquired by the operation amount acquisition section 42, and the determination result of the mode determination section 85, and outputs the indication.

[0166] Next, the operation of the control device 10 of the present embodiment will be described. First, referring to Figure 16 The flow of the control processing will be described. Also, in the following description, the steps of the acquisition section 30 will be omitted. When the control processing is started, the control processing is transferred to steps ST10 and ST50.

[0167] In step ST10, the angle calculation section 61 performs angle calculation processing for calculating the trajectory angle Θ (refer to FIG. 2) based on the driving force, the longitudinal acceleration, and the vehicle speed. After the processing in step ST10, the control processing is transferred to steps ST12, ST14, and ST16. Figure 2

[0168] In step ST12, the height estimation section 62 estimates a first step height Hl as the step height H based on the maximum value Θ max of the trajectory angle Θ, the ground contact length L of the wheel 104, and the dynamic radius R of the wheel 104. After the processing in step ST12, the control processing is transferred to steps ST18 and ST20.

[0169] In step ST14, the height estimation section 62 estimates a second step height H2 as the step height H based on the rate of change κ of the trajectory angle Θ, the ground contact length L of the wheel 104, and the dynamic radius R of the wheel 104. After the processing in step ST14, the control processing is transferred to steps ST18 and ST20.

[0170] In step ST16, the height estimation section 62 estimates a third step height H3 as the step height H based on the maximum value Θ max of the trajectory angle Θ, the descending slope K θ of the trajectory angle Θ, and the ground contact length L of the wheel 104. After the processing in step ST16, the control processing is transferred to step ST20.

[0171] In step ST18, the height estimation section 62 performs first selection processing for selecting the maximum value between the first step height Hl and the second step height H2 as the step height H. After the processing in step ST18, the control processing is transferred to step ST22.

[0172] In step ST20, the height estimation section 62 performs second selection processing for selecting the maximum value among the first step height Hl, the second step height H2, and the third step height H3 as the step height H. After the processing in step ST20, the control processing is transferred to step ST28.

[0173] ​In step ST22, the determination section 70 executes the two-wheel / single-wheel determination process of determining whether the step 200 is climbed by two wheels or by one wheel. As the two-wheel / single-wheel determination process, any one of the first to third examples of the two-wheel / single-wheel determination process is executed. In step ST22, in a case where it is determined that the step 200 is climbed by one wheel, the control process is transferred to step ST24. On the other hand, in step ST22, in a case where it is determined that the step 200 is climbed by two wheels, the control process is transferred to step ST26.

[0174] In step ST24, the height correction section 80 performs correction of setting the step height H selected by the first selection process to twice. After the process in step ST24, the control process is transferred to step ST34.

[0175] In step ST26, the height correction section 80 directly adopts the step height H selected by the first selection process. After the process in step ST26, the control process is transferred to step ST34.

[0176] In step ST28, the determination section 70 executes the two-wheel / single-wheel determination process of determining whether the step 200 is climbed by two wheels or by one wheel. As the two-wheel / single-wheel determination process, any one of the first to third examples of the two-wheel / single-wheel determination process is executed. In step ST28, in a case where it is determined that the step 200 is climbed by one wheel, the control process is transferred to step ST30. On the other hand, in step ST28, in a case where it is determined that the step 200 is climbed by two wheels, the control process is transferred to step ST32.

[0177] In step ST30, the height correction section 80 performs correction of setting the step height H selected by the second selection process to twice. After the process in step ST30, the control process is transferred to step ST36.

[0178] In step ST32, the height correction section 80 directly adopts the step height H selected by the second selection process. After the process in step ST32, the control process is transferred to step ST36.

[0179] In step ST34, the determination part 70 executes the front wheel / rear wheel determination process of determining whether the front wheel ascends the step 200 or the rear wheel ascends the step 200. In step ST34, in a case where it is determined that the front wheel ascends the step 200 at the time of forward travel, the control process is transferred to step ST38. Likewise, in step ST34, in a case where it is determined that the rear wheel ascends the step 200 at the time of reverse travel, the control process is transferred to step ST38. On the other hand, in step ST34, in a case where it is determined that the rear wheel ascends the step 200 at the time of forward travel, the control process is transferred to step ST54. Likewise, in step ST34, in a case where it is determined that the front wheel ascends the step 200 at the time of reverse travel, the control process is transferred to step ST54.

[0180] In step ST36, the determination part 70 executes the front wheel / rear wheel determination process of determining whether the front wheel ascends the step 200 or the rear wheel ascends the step 200. In step ST36, in a case where it is determined that the front wheel ascends the step 200 at the time of forward travel, the control process is transferred to step ST44. Likewise, in step ST36, in a case where it is determined that the rear wheel ascends the step 200 at the time of reverse travel, the control process is transferred to step ST44. On the other hand, in step ST36, in a case where it is determined that the rear wheel ascends the step 200 at the time of forward travel, the control process is transferred to step ST54. Likewise, in step ST36, in a case where it is determined that the front wheel ascends the step 200 at the time of reverse travel, the control process is transferred to step ST54 In step ST38, the step determination part 81 executes the clearance determination by determining whether the step height H is higher than a predetermined threshold height (for example, 50 mm). In step ST38, in a case where it is determined that the step height H is higher than the threshold height, the control process is transferred to step ST40. On the other hand, in step ST38, in a case where it is determined that the step height H is the threshold height or less, the control process is transferred to step ST42. In addition, in step ST34 described above, in a case where it is determined that the rear wheel ascends the step 200 at the time of forward travel or in a case where it is determined that the front wheel ascends the step 200 at the time of reverse travel, the control process is transferred to step ST54, so that the clearance determination executed in the process of step ST38 is cancelled.

[0181] In step ST40, the step determination part 81 determines that it is a step that needs to be cleared. After the process of step ST40, the control process is transferred to step ST52.

[0182] In step ST42, the step determination part 81 determines that it is not a step that needs to be cleared. After the process of step ST42, the control process is transferred to step ST52.

[0183] In step ST44, the height correction portion 80 executes height determination by determining whether the present step height H selected in the present control processing is higher than the last step height H selected in the last control processing. In step ST44, in a case where it is determined that the present step height H is higher than the last step height H, the control processing is transferred to step ST46. On the other hand, in step ST44, in a case where it is determined that the present step height H is not higher than the last step height H (i.e., the present step height H is smaller than the last step height H), the control processing is transferred to step ST48. In addition, in step ST36 described above, in a case where it is determined that the rear wheel ascends the step 200 at the time of forward travel or in a case where it is determined that the front wheel ascends the step 200 at the time of reverse travel, the control processing is transferred to step ST54, thereby canceling the height determination executed in the processing of step ST44.

[0184] In step ST46, the height correction portion 80 adopts the present step height H as the step height H. After the processing of step ST46, the control processing is transferred to step ST52.

[0185] In step ST48, the height correction portion 80 adopts the last step height H as the step height H. After the processing of step ST48, the control processing is transferred to step ST52.

[0186] In step ST50, the determination portion 70 executes the just-start-after-determination processing whether the vehicle 100 is in the just-start-after state. After the processing of step ST50, the control processing is transferred to step ST52.

[0187] In step ST52, the determination portion 70 executes the mode determination processing of determining the control mode. After the processing of step ST52, the control processing is transferred to step ST10.

[0188] In step ST54, the CPU 12 ends the estimation processing. After the processing of step ST54, the control processing is transferred to step ST10. After the estimation processing is ended, when the control processing is transferred to step ST10, a new control processing is started to be executed.

[0189] Next, the flow of the two-wheel / single-wheel determination processing of the first example will be described with reference to Figure 17

[0190] ​In step ST60, the height determination portion 71 determines whether the step height H (as an example, the first step height Hl) estimated by the height estimation portion 62 is higher than a predetermined prescribed height (for example, 2 cm). In step ST60, in a case where it is determined that the step height H is higher than the prescribed height, the control processing is transferred to step ST62. On the other hand, in step ST60, in a case where it is determined that the step height H is not higher than the prescribed height (that is, the step height H is equal to or lower than the prescribed height), the two-wheel / single-wheel determination processing is transferred to step ST66.

[0191] In step ST62, the proportion value calculation portion 72 calculates a value obtained by comparing the lateral acceleration and the yaw rate, that is, a lateral acceleration proportion value δ G After the processing in step ST62, the two-wheel / single-wheel determination processing is transferred to step ST64.

[0192] In step ST64, the two-wheel / single-wheel determination portion 73 determines whether the absolute value of the lateral acceleration proportion value δ G is equal to or lower than a predetermined threshold value. In step ST64, in a case where it is determined that the absolute value of the lateral acceleration proportion value δ G is equal to or lower than the threshold value, the two-wheel / single-wheel determination processing is transferred to step ST66. On the other hand, in step ST64, in a case where it is determined that the absolute value of the lateral acceleration proportion value δ G is not equal to or lower than the threshold value (that is, the absolute value of the lateral acceleration proportion value δ G is greater than the threshold value), the two-wheel / single-wheel determination processing is transferred to step ST68.

[0193] In step ST66, the two-wheel / single-wheel determination portion 73 determines that the two wheels have ascended the step 200. After the processing in step ST66, the two-wheel / single-wheel determination processing is transferred to step ST60.

[0194] In step ST68, the two-wheel / single-wheel determination portion 73 determines that the single wheel has ascended the step 200. After the processing in step ST68, the two-wheel / single-wheel determination processing is transferred to step ST60.

[0195] Next, the flow of the two-wheel / single-wheel determination processing of the second example will be described with reference to Figure 18

[0196] ​In step ST70, the height determination portion 71 determines whether the step height H (as an example, the first step height Hl) estimated by the height estimation portion 62 is higher than a predetermined prescribed height (for example, 2 cm). In step ST70, in a case where it is determined that the step height H is higher than the prescribed height, the two-wheel / single-wheel determination processing is shifted to step ST72. On the other hand, in step ST70, in a case where it is determined that the step height H is not higher than the prescribed height (i.e., the step height H is equal to or lower than the prescribed height), the two-wheel / single-wheel determination processing is shifted to step ST76.

[0197] In step ST72, the ratio value calculation portion 72 calculates a value obtained by comparing the wheel speed yaw rate with the actual yaw rate, i.e., a yaw rate ratio value δ r After the processing in step ST72, the two-wheel / single-wheel determination processing is shifted to step ST74.

[0198] In step ST74, the two-wheel / two-wheel determination portion 73 determines whether the absolute value of the yaw rate ratio value δ r is equal to or lower than a predetermined threshold value. In step ST74, in a case where it is determined that the absolute value of the yaw rate ratio value δ r is equal to or lower than the threshold value, the two-wheel / single-wheel determination processing is shifted to step ST76. On the other hand, in step ST74, in a case where it is determined that the absolute value of the yaw rate ratio value δ r is not equal to or lower than the threshold value (i.e., the absolute value of the yaw rate ratio value δ r is greater than the threshold value), the two-wheel / single-wheel determination processing is shifted to step ST78.

[0199] In step ST76, the two-wheel / single-wheel determination portion 73 determines that the two wheels have ascended the step 200. After the processing in step ST76, the two-wheel / single-wheel determination processing is shifted to step ST70.

[0200] In step ST78, the two-wheel / single-wheel determination portion 73 determines that the single wheel has ascended the step 200. After the processing in step ST78, the two-wheel / single-wheel determination processing is shifted to step ST70.

[0201] Next, the flow of the two-wheel / single-wheel determination processing of the third example will be described with reference to Figure 19

[0202] ​In step ST80, the vehicle speed determination portion 74 determines whether or not the vehicle speed is below a predetermined threshold speed (e.g., 1 km / h). In step ST80, in the case where it is determined that the vehicle speed is below the threshold speed, the two-wheel / single-wheel determination processing is shifted to step ST82. On the other hand, in step ST80, in the case where it is determined that the vehicle speed is not below the threshold speed (i.e., the vehicle speed exceeds the threshold speed), the two-wheel / single-wheel determination processing is shifted to step ST84.

[0203] In step ST82, the height determination portion 71 determines whether or not the step height H (as an example, the first step height Hl) estimated by the height estimation portion 62 is higher than a predetermined prescribed height (e.g., 2 cm). In step ST82, in the case where it is determined that the step height H is higher than the prescribed height, the two-wheel / single-wheel determination processing is shifted to step ST86. On the other hand, in step ST82, in the case where it is determined that the step height H is not higher than the prescribed height (i.e., the step height H is below the prescribed height), the two-wheel / single-wheel determination processing is shifted to step ST94.

[0204] In step ST86, the first proportional value calculation portion 72A calculates a value obtained by comparing the lateral acceleration with the yaw rate, i.e., a lateral acceleration proportional value δ G After the processing in step ST86, the two-wheel / single-wheel determination processing is shifted to step ST88.

[0205] In step ST88, the two-wheel / single-wheel determination portion 73 determines whether or not the absolute value of the lateral acceleration proportional value δ G is below a predetermined threshold value. In step ST88, in the case where it is determined that the absolute value of the lateral acceleration proportional value δ G is below the threshold value, the two-wheel / single-wheel determination processing is shifted to step ST94. On the other hand, in step ST88, in the case where it is determined that the absolute value of the lateral acceleration proportional value δ G is not below the threshold value (i.e., the absolute value of the lateral acceleration proportional value δ G is greater than the threshold value), the two-wheel / single-wheel determination processing is shifted to step ST90.

[0206] In step ST90, the second proportional value calculation portion 72B calculates a value obtained by comparing the wheel speed yaw rate with the actual yaw rate, i.e., a yaw rate proportional value δ r After the processing in step ST90, the two-wheel / single-wheel determination processing is shifted to step ST92.

[0207] In step ST92, the two-wheel / single-wheel determination portion 73 determines whether or not the absolute value of the yaw rate proportional value δ rThe determination is made based on whether the absolute value is below a predetermined threshold. In step ST92, the determination is based on the yaw rate ratio value δ. r If the absolute value is below the threshold, the two-wheel / single-wheel determination process is transferred to step ST94. On the other hand, in step ST92, if the yaw rate ratio value δ is determined to be below the threshold, the determination process is transferred to step ST94. r The absolute value is not below the threshold (i.e., the yaw rate ratio δ). r If the absolute value is greater than the threshold, the two-round / single-round decision processing is transferred to step ST96.

[0208] In step ST94, the two-wheel / single-wheel determination unit 73 determines that two wheels have climbed step 200. After the processing in step ST94, the two-wheel / single-wheel determination process is transferred to step ST80.

[0209] In step ST96, the two-wheel / single-wheel determination unit 73 determines that a single wheel has climbed step 200. After the processing in step ST96, the two-wheel / single-wheel determination process is transferred to step ST80.

[0210] Next, refer to Figure 20 The process for determining whether a wheel is front or rear wheel is being explained.

[0211] In step ST100, the shift position determination unit 75 determines the position of the shift lever. If the shift lever is in a forward position (e.g., D, B, or S position) in step ST100, the front / rear wheel determination process proceeds to step ST102. Conversely, if the shift lever is in a reverse position (i.e., R position) in step ST100, the front / rear wheel determination process proceeds to step ST104.

[0212] In step ST102, the parameter selection unit 76 selects the parameters for forward movement. After the processing in step ST102, the front wheel / rear wheel determination process is transferred to step ST106.

[0213] In step ST104, the parameter selection unit 76 selects the parameters for reversing. After the processing in step ST104, the front wheel / rear wheel determination process proceeds to step ST106.

[0214] In step ST106, the height determination portion 71 determines whether the step height H (as an example, the maximum value among the first step height Hl and the second step height H2) estimated by the height estimation portion 62 is higher than a predetermined prescribed height (for example, 10 cm). In step ST106, in a case where it is determined that the step height H is higher than the prescribed height, the front / rear wheel determination processing is transferred to step ST108. On the other hand, in step ST106, in a case where it is determined that the step height H is not higher than the prescribed height (that is, the step height H is equal to or lower than the prescribed height), the front / rear wheel determination processing is transferred to step ST100.

[0215] In step ST108, the vehicle speed determination portion 74 determines whether the vehicle speed is equal to or lower than a predetermined threshold speed (for example, 1 km / h). In step ST108, in a case where it is determined that the vehicle speed is equal to or lower than the threshold speed, the front / rear wheel determination processing is transferred to step ST110. On the other hand, in step ST108, in a case where it is determined that the vehicle speed is not equal to or lower than the threshold speed (that is, the vehicle speed exceeds the threshold speed), the front / rear wheel determination processing is transferred to step ST112.

[0216] In step ST110, the acceleration estimation portion 77 estimates the estimated acceleration of the vehicle 100 along the advancing direction on the basis of the front wheel speed or the rear wheel speed. Next, the gradient acceleration calculation portion 78 calculates the gradient acceleration which is the difference between the actual acceleration and the estimated acceleration. Then, the front / rear wheel determination portion 79 determines whether the estimated step height H slope estimated on the basis of the gradient acceleration is lower than the step height H. In step ST110, in a case where it is determined that the estimated step height H slope is lower than the step height H, the front / rear wheel determination processing is transferred to step ST114. On the other hand, in step ST110, in a case where it is determined that the estimated step height H slope is not lower than the step height H (that is, the estimated step height H slope is equal to or higher than the step height H), the front / rear wheel determination processing is transferred to step ST116.

[0217] In step ST112, the front / rear wheel determination portion 79 determines that the rear wheel ascends the step 200. After the processing in step ST112, the front / rear wheel determination processing is transferred to step ST100.

[0218] In step ST114, the front / rear wheel determination portion 79 determines that the front wheel ascends the step 200. After the processing in step ST114, the front / rear wheel determination processing is transferred to step ST100.

[0219] In step ST116, the front and rear wheel determination section 79 determines whether the front wheel decelerates earlier than the rear wheel based on the front wheel speed and the rear wheel speed. In step ST116, in a case where it is determined that the front wheel decelerates earlier than the rear wheel, the front and rear wheel determination processing moves to step ST118. On the other hand, in step ST116, in a case where it is determined that the rear wheel decelerates earlier than the front wheel, the front and rear wheel determination processing moves to step ST120.

[0220] In step ST118, the front and rear wheel determination section 79 determines that the rear wheel ascends the step 200. After the processing in step ST118, the front and rear wheel determination processing moves to step ST100.

[0221] In step ST120, the front and rear wheel determination section 79 determines that the front wheel ascends the step 200. After the processing in step ST120, the front and rear wheel determination processing moves to step ST100.

[0222] Next, the flow of the just-starting-after determination processing will be described with reference to Figure 21

[0223] In step ST130, the condition determination section 82 determines whether the current state of the vehicle 100 satisfies the presumption permission condition. In step ST130, in a case where it is determined that the current state of the vehicle 100 satisfies the presumption permission condition, the just-starting-after determination processing moves to step ST132. On the other hand, in step ST130, in a case where it is determined that the current state of the vehicle 100 does not satisfy the presumption permission condition, the just-starting-after determination processing executes again the processing of step ST130.

[0224] In step ST132, the height determination section 71 determines whether the step height H (as an example, the maximum value among the first step height H1 and the second step height H2) presumed by the height presumption section 62 is higher than a predetermined prescribed height (for example, 30 mm). In step ST132, in a case where it is determined that the step height H is higher than the prescribed height, the just-starting-after determination processing moves to step ST134. On the other hand, in step ST132, in a case where it is determined that the step height H is not higher than the prescribed height (i.e., the step height H is equal to or lower than the prescribed height), the just-starting-after determination processing moves to step ST130.

[0225] ​In step ST134, the wheel speed determination unit 83 determines whether the wheel speed is below a predetermined threshold speed (e.g., 1 km / h). If, in step ST134, the wheel speed is determined to be below the threshold speed, the initial start-up determination process proceeds to step ST136. Conversely, if, in step ST134, the wheel speed is determined not to be below the threshold speed (i.e., the wheel speed exceeds the threshold speed), the initial start-up determination process proceeds to step ST130.

[0226] In step ST136, the post-start determination unit 84 determines that the vehicle 100 has just started. After the processing in step ST136, the post-start determination processing is transferred to step ST130.

[0227] Next, an example of the operation of the control device 10 in this embodiment will be described.

[0228] Figure 22 and Figure 23 The first example shown is an example of moving vehicle 100 forward by fully opening the throttle while one of the front wheels is in contact with step 200. In this first example, vehicle 100 is configured as a four-wheel drive vehicle. In this first example, when the estimation process begins after the accelerator pedal is depressed, it is determined that the front wheel is in contact with step 200. Then, when the estimated step height H exceeds the control intervention threshold, control for limiting vehicle speed (hereinafter referred to as "vehicle speed limit control") is initiated. When vehicle speed limit control is initiated, control to suppress driving force is executed. Next, when it is determined that a single wheel is in contact with step 200 and the estimated step height H exceeds the step-crossing prevention threshold, control to prevent step-crossing (hereinafter referred to as "step-crossing prevention control") is initiated. By initiating step-crossing prevention control, driving force is reduced.

[0229] Figure 24 and Figure 25 The second example shown is an example of moving the vehicle 100 forward by fully opening the accelerator when one of the front wheels is away from the step 200. Furthermore, in this second example, the vehicle 100 is configured as a four-wheel drive vehicle. In this second example, after the accelerator pedal is depressed, a estimation process begins, and when the front wheel contacts the step 200, it is determined that the front wheel is in contact with the step 200. Then, when the estimated step height H exceeds the control intervention threshold, vehicle speed limiting control begins. When vehicle speed limiting control begins, the driving force is reduced, and deceleration is achieved through regenerative torque.

[0230] Figure 26The illustrated third action example is an example in which the vehicle 100 is made to advance (start) in a state in which the front wheels on both sides are in contact with a curb (for example, a step 200 having a step height H of 150 mm). In addition, in the third action example to the ninth action example described below, the vehicle 100 is configured as a front-wheel drive vehicle 100. In the third action example, it is determined that the curb corresponds to a step that is not to be crossed, and control is performed in which the driving force is suppressed and the vehicle 100 is stopped (i.e., crossing prevention control).

[0231] Figure 27 The illustrated fourth action example is an example in which the vehicle 100 is made to advance (start) in a state in which the front wheels on both sides are in contact with a curb (for example, a step 200 having a step height H of 90 mm). In the fourth action example, it is determined that the curb corresponds to a step that is to be crossed, and control is performed in which the driving force is suppressed and the vehicle 100 is continued to be driven at an extremely low speed.

[0232] Figure 28 The illustrated fifth action example is an example in which the vehicle 100 is made to advance (accelerate) in a state in which a gap is generated between a curb (for example, a step 200 having a step height H of 150 mm) and the front wheels on both sides. In the fifth action example, it is determined that the curb corresponds to a step that is to be crossed, and control is performed in which the driving force is suppressed and the vehicle 100 is continued to be driven at an extremely low speed while being decelerated by regenerative torque.

[0233] Figure 29 The illustrated sixth action example is an example in which the front wheels on both sides are brought into contact with a curb (for example, a step 200 having a step height H of 150 mm) in a state in which the vehicle 100 is driven at a speed of 9 km / h or more, for example. In the sixth action example, it is determined that the curb corresponds to a step that is to be crossed, and control is performed in which the driving force is not limited and the vehicle 100 is continued to be driven in accordance with the required torque of the driver.

[0234] Figure 30 The illustrated seventh action example is an example in which the vehicle 100 is made to advance (start) in a state in which the front wheels on both sides are in contact with a deceleration strip (for example, a step 200 having a step height H of 40 mm and being gently inclined). In the seventh action example, it is determined that the deceleration strip corresponds to a step that is to be crossed, and control is performed in which the driving force is not limited and the vehicle 100 is continued to be driven.

[0235] Figure 31 The illustrated eighth action example is an example in which, when the vehicle 100 is turned left after starting, the left rear wheel comes into contact with a curb due to inside wheel difference. In the eighth action example, in a case in which only the rear wheel comes into contact with the curb due to inside wheel difference, it is determined that only the rear wheel is in contact with the curb, and control is performed in which the driving force is not limited and the vehicle 100 is continued to be driven.

[0236] Figure 32The ninth example of operation shown is an example in which the vehicle 100 is caused to move backward (start) in a state in which the rear wheels on both the left and right sides are in contact with a curb (for example, a step 200 having a step height H of 150 mm). In the ninth example of operation, it is determined that the curb corresponds to a non-crossable step, and control is performed to suppress the driving force and stop the vehicle 100.

[0237] Next, the effects of the control device 10 of the present embodiment will be described.

[0238] In the control device 10 of the present embodiment, the angle calculation portion 61 calculates the trajectory angle θ based on the driving force and the longitudinal acceleration (step ST10), and the height estimation portion 62 estimates the step height H based on the trajectory angle θ (steps ST12 to ST16). Since the driving force and the longitudinal acceleration can be acquired even at an extremely low speed, the step height H can be accurately and promptly estimated compared to a case in which the step height H is estimated based on the torque value at the time when the wheel 104 starts to move.

[0239] In addition, in the control device 10, the step determination portion 81 determines whether the vehicle 100 needs to cross the step 200 based on the step height H estimated by the height estimation portion 62 (steps ST38 to ST42). Thus, the determination of whether the vehicle 100 needs to cross the step 200 can be accurately and promptly performed.

[0240] In addition, in the control device 10, the height estimation portion 62 estimates the step height H (i.e., the first step height H1) based on the maximum value θ max of the trajectory angle θ, the ground contact length L of the wheel 104, and the dynamic radius of the wheel 104 (step ST12). Since the maximum value θ max of the trajectory angle θ is a value when the vehicle 100 crosses the step 200, the step height H can be more accurately estimated.

[0241] In addition, in the control device 10, the height estimation portion 62 estimates the step height H (i.e., the second step height H2) based on the rate of change κ of the trajectory angle θ, the ground contact length L of the wheel 104, and the dynamic radius of the wheel 104 (step ST14). Since the rate of change κ of the trajectory angle θ can be acquired before the vehicle 100 crosses the step 200, the wheel 104 can be detected to be in contact with the step 200 quickly before the trajectory angle θ becomes the maximum value. Thus, the step height H can be promptly estimated before the vehicle 100 crosses the step 200.

[0242] In addition, in the control device 10, the height estimation portion 62 estimates the step height H (i.e., the third step height H3) based on the maximum value θ max of the trajectory angle θ, the descending slope K θand the ground contact length L of the wheel 104 to estimate the step height H (i.e., the third step height H3) (step ST16). Therefore, even in the case where the vehicle 100 is inclined to cross the step 200 in the plan view, the step height H can be accurately estimated.

[0243] In addition, in the control device 10, the height estimation section 62 estimates the first step height Hl, the second step height H2, and the third step height H3, and selects the maximum value among the first step height Hl, the second step height H2, and the third step height H3 as the step height H (step ST20). Therefore, compared to the case where only any one of the first step height Hl, the second step height H2, and the third step height H3 is estimated, the step height H can be accurately estimated.

[0244] In addition, in the control device 10, the height estimation section 62 estimates the first step height Hl and the second step height H2, and selects the maximum value among the first step height Hl and the second step height H2 as the step height H (step ST18). Then, the step determination section 81 determines whether the vehicle 100 needs to cross the step 200 on the basis of the step height H and a threshold height determined in advance (steps ST38 to ST42). Therefore, compared to the case where only any one of the first step height Hl and the second step height H2 is estimated, the step height H can be accurately estimated, and thus, the determination of whether the vehicle 100 needs to cross the step 200 can be accurately performed.

[0245] In addition, in the control device 10, in the two-side / single-side determination processing of the first example, the proportion value calculation section 72 calculates a value obtained by comparing the lateral acceleration with the yaw rate, i.e., a lateral acceleration proportion value δ G (step ST62). In addition, the two-wheel / single-wheel determination section 73 performs determination of whether two wheels or one side of the wheel 104 ascends the step 200, i.e., two-wheel / single-wheel determination, on the basis of the lateral acceleration proportion value δ G (step ST64 to ST66). With respect to the case where two wheels ascend the step 200, in the case where one wheel ascends the step 200, the vehicle 100 is inclined to the left and right, and thus, the inclination of the vehicle 100 can be detected as the lateral acceleration. Then, by calculating the lateral acceleration proportion value δ G , the lateral acceleration generated at the turning of the vehicle 100 can be canceled. Thereby, the two-wheel / single-wheel determination can be accurately performed.

[0246] In addition, in the control device 10, in the two-side / single-side determination processing of the second example, on the basis of the actual yaw rate and the wheel speed yaw rate, a value obtained by comparing the wheel speed yaw rate with the actual yaw rate, i.e., a yaw rate proportion value δ r(Step ST72). In addition, the two-wheel / single-wheel determination section 73 performs two-wheel / single-wheel determination based on the yaw rate ratio value δ r (Steps ST74 to ST76). Thus, by calculating the yaw rate ratio value δ r , the lateral acceleration generated at the turning of the vehicle 100 can be cancelled. Thereby, the two-wheel / single-wheel determination can be accurately performed.

[0247] In addition, in the control device 10, in the two-side / single-side determination processing of the third example, the first ratio value calculation section 72A calculates the lateral acceleration ratio value δ G (Step ST86), and the second ratio value calculation section 72B calculates the yaw rate ratio value δ r (Step ST90). In addition, the two-wheel / single-wheel determination section 73 performs two-wheel / single-wheel determination based on the lateral acceleration ratio value δ G in the case where the vehicle speed is equal to or lower than a predetermined threshold speed (Steps ST88, ST94, and ST96), and performs two-wheel / single-wheel determination based on the yaw rate ratio value δ r in the case where the vehicle speed exceeds the threshold speed (Steps ST92, ST94, and ST96). The accuracy of calculating the yaw rate ratio value δ r is better at a high vehicle speed than at an extremely low speed, but the wheel speed sensor 133 cannot detect the wheel speed at an extremely low speed. Thus, by switching the lateral acceleration ratio value δ G and the yaw rate ratio value δ r according to the vehicle speed, the two-wheel / single-wheel determination can be accurately performed regardless of the vehicle speed.

[0248] In addition, in the control device 10, the height correction section 80 corrects the step height H based on the determination result of the two-wheel / single-wheel determination section 73 (Steps ST24, ST26, ST30, and ST32). Thus, compared to the case where the step height H is not corrected, the accurate step height H can be obtained.

[0249] In addition, in the control device 10, the front-wheel / rear-wheel determination section 79 performs front-wheel / rear-wheel determination based on the estimated step height H slopeAnd the step height H, the execution is the front wheel or the rear wheel on the step 200 determination, namely the front wheel / rear wheel determination (step ST110 ~ step ST114), in the case where the vehicle speed exceeds the threshold speed, the front wheel / rear wheel determination is executed based on the front wheel speed and the rear wheel speed (step ST116 ~ step ST120). The front wheel speed and the rear wheel speed can be obtained with high accuracy at the vehicle speed higher than the extremely low speed, but cannot be detected at the extremely low speed. Therefore, by switching the front wheel / rear wheel determination according to the vehicle speed, the front wheel / rear wheel determination can be accurately executed regardless of the vehicle speed.

[0250] In addition, in the control device 10, the step determination portion 81 executes the determination of whether the vehicle 100 needs to cross the step 200, namely the crossing determination (step ST38 ~ step ST42) when it is determined by the front wheel / rear wheel determination portion 79 that the front wheel climbs on the step 200 in the case where the vehicle 100 advances, and cancels the crossing determination (step ST54) when it is determined by the front wheel / rear wheel determination portion 79 that the rear wheel climbs on the step 200. Therefore, for example, in the case where only the rear wheel contacts the curb due to the inside wheel difference, the advancement of the vehicle 100 can be continued as required by the driver.

[0251] Likewise, in the control device 10, the step determination portion 81 executes the crossing determination (step ST38 ~ step ST42) when it is determined by the front wheel / rear wheel determination that the rear wheel climbs on the step 200 in the case where the vehicle 100 retreats, and cancels the crossing determination (step ST54) when it is determined by the front wheel / rear wheel determination portion 79 that the front wheel climbs on the step 200. Therefore, for example, in the case where only the front wheel contacts the curb due to the inside wheel difference, the retreat of the vehicle 100 can be continued as required by the driver.

[0252] Next, a modification of the present embodiment will be described.

[0253] In the above embodiment, the vehicle 100 is configured as an electric vehicle that travels by the driving force of the rotary electric machine 106. However, the vehicle 100 can also be a vehicle that travels by the driving force of an internal combustion engine, and can also be a hybrid vehicle that travels by the driving force of both the rotary electric machine 106 and the internal combustion engine. In this case, the driving force acquisition portion 31 can acquire the driving force of the vehicle 100 applied to the road surface based on, for example, a signal from a torque sensor provided to the wheel 104 or the like.

[0254] In addition, in the above embodiment, the control device 10 is mounted to the vehicle 100, but can also be mounted to an external device other than the vehicle 100. Furthermore, the external device can be connected to the vehicle 100 in a communicable manner, and the vehicle 100 can travel by accepting an instruction from the external device. The external device can be a dedicated instruction device, and can also be a server.

[0255] In addition, in the above embodiment, the control device 10 has an acquisition unit 30, an estimation unit 60, a determination unit 70 and an indication unit 90, but it can also be divided into a first control device having an acquisition unit 30, an estimation unit 60 and a determination unit 70 and a second control device having an indication unit 90.

[0256] Alternatively, both the first control device and the second control device can be installed in the vehicle 100, or either one can be installed in an external device. Furthermore, the first control device and the second control device can be installed in the same external device, or they can be installed in different external devices.

[0257] The apparatus and methods described in this disclosure can also be implemented by a dedicated computer, which is configured as a processor programmed to perform one or more functions embodied in a computer program. Alternatively, the apparatus and methods described in this disclosure can be implemented by a dedicated computer whose processor is configured with dedicated hardware logic circuitry. Alternatively, the apparatus and methods described in this disclosure can also be implemented by one or more dedicated computers configured by a combination of a processor executing a computer program and one or more hardware logic circuits. Furthermore, the computer program can also be stored on a computer-readable, non-transitory tangible recording medium as instructions to be executed by a computer.

[0258] The above describes one embodiment of the present disclosure. However, the present disclosure is not limited to the above. In addition to the above, various modifications and implementations can be made without departing from the spirit of the present disclosure.

[0259] The features of this disclosure are as follows.

[0260] (Note 1) A control device, wherein the control device (10) comprises: The driving force acquisition unit (31) acquires the driving force applied to the road surface by the vehicle (100); The longitudinal acceleration acquisition unit (32) acquires the acceleration of the vehicle along the front-rear direction, i.e., the longitudinal acceleration. Angle calculation unit (61) calculates the angle (θ) between the trajectory of the rotation center axis of the wheel (104) of the vehicle and the road surface based on the driving force and the longitudinal acceleration; and Height estimation unit (62) estimates the height of the step (200) set on the road surface, i.e. the step height (H, H1 to H3), based on the trajectory angle.

[0261] (Note 2) The control device according to the supplementary note 1, wherein a step determination unit (81) is further included, and the step determination unit determines whether the vehicle needs to cross the step based on the step height.

[0262] (Supplementary Note 3) The control device according to the supplementary note 1 or 2, wherein the height estimation unit estimates the step height (H1) based on a maximum value (Θ max ) of the trajectory angle, a ground contact length (L) of the wheel, and a dynamic radius (R) of the wheel.

[0263] (Supplementary Note 4) The control device according to any one of the supplementary notes 1 to 3, wherein the height estimation unit estimates the step height (H2) based on a rate of change (κ) of the trajectory angle, the ground contact length of the wheel, and the dynamic radius of the wheel.

[0264] (Supplementary Note 5) The control device according to any one of the supplementary notes 1 to 4, wherein the height estimation unit estimates the step height (H3) based on the maximum value of the trajectory angle, a descending slope (K θ ) of the trajectory angle, and the ground contact length of the wheel.

[0265] (Supplementary Note 6) The control device according to the supplementary note 1 or 2, wherein the height estimation unit estimates a first step height (H1) as the step height based on the maximum value of the trajectory angle, the ground contact length of the wheel, and the dynamic radius of the wheel, estimates a second step height (H2) as the step height based on the rate of change of the trajectory angle, the ground contact length of the wheel, and the dynamic radius of the wheel, estimates a third step height (H3) as the step height based on the maximum value of the trajectory angle, the descending slope of the trajectory angle, and the ground contact length of the wheel, selects a maximum value among the first step height, the second step height, and the third step height as the step height.

[0266] (Supplementary Note 7) The control device according to the supplementary note 2, wherein the height estimation unit estimates a first step height as the step height based on the maximum value of the trajectory angle, the ground contact length of the wheel, and the dynamic radius of the wheel, estimates a second step height as the step height based on the rate of change of the trajectory angle, the ground contact length of the wheel, and the dynamic radius of the wheel, selecting a maximum value among the first step height and the second step height as the step height, The step determination unit determines whether the vehicle needs to climb over the step based on the step height and a predetermined threshold height.

[0267] (Addendum 8) According to the control device according to any one of Addenda 1 to 7, further comprising: a lateral acceleration acquisition unit (34) that acquires lateral acceleration of the vehicle; a yaw rate acquisition unit (35) that acquires a yaw rate of the vehicle; a proportional value calculation unit (72, 72A) that calculates a value obtained by comparing the lateral acceleration and the yaw rate, i.e., a lateral acceleration proportional value (δ G ), based on the lateral acceleration and the yaw rate; and a two-wheel / single-wheel determination unit (73) that determines whether the left and right wheels climb over the step or whether the single wheel climbs over the step based on the lateral acceleration proportional value.

[0268] (Addendum 9) According to the control device according to any one of Addenda 1 to 8, further comprising: a wheel speed acquisition unit (36) that acquires a wheel speed of the wheel; an actual yaw rate acquisition unit (37) that acquires an actual yaw rate of the vehicle; a wheel speed yaw rate acquisition unit (38) that acquires a yaw rate corresponding to the wheel speed, i.e., a wheel speed yaw rate; a proportional value calculation unit (72, 72B) that calculates a value obtained by comparing the wheel speed yaw rate and the actual yaw rate, i.e., a yaw rate proportional value (δ r ), based on the actual yaw rate and the wheel speed yaw rate; and a two-wheel / single-wheel determination unit that determines whether the left and right wheels climb over the step or whether the single wheel climbs over the step based on the yaw rate proportional value.

[0269] (Addendum 10) According to the control device according to any one of Addenda 1 to 7, further comprising: a vehicle speed acquisition unit that acquires a vehicle speed of the vehicle; a lateral acceleration acquisition unit that acquires a lateral acceleration of the vehicle; a wheel speed acquisition unit that acquires a wheel speed of the wheels; an actual yaw rate acquisition unit that acquires an actual yaw rate of the vehicle; a wheel speed yaw rate acquisition unit that acquires a wheel speed yaw rate corresponding to the wheel speed; a first proportional value calculation unit (72A) that calculates a lateral acceleration proportional value based on the lateral acceleration and the actual yaw rate or the wheel speed yaw rate, the lateral acceleration proportional value being a value obtained by comparing the lateral acceleration with the actual yaw rate or the wheel speed yaw rate; a second proportional value calculation unit (72B) that calculates a yaw rate proportional value based on the actual yaw rate and the wheel speed yaw rate, the yaw rate proportional value being a value obtained by comparing the wheel speed yaw rate with the actual yaw rate; and a two-wheel / single-wheel determination unit that, when the vehicle speed is below a predetermined threshold speed, performs determination as to whether the wheels on both sides or the wheels on one side climb the step based on the lateral acceleration proportional value, and when the vehicle speed exceeds the threshold speed, performs the two-wheel / single-wheel determination based on the yaw rate proportional value.

[0270] (Addendum 11) The control device according to any one of addenda 8 to 10, further comprising a step height correction unit (62) that corrects the step height based on a determination result of the two-wheel / single-wheel determination unit.

[0271] (Addendum 12) The control device according to any one of addenda 1 to 11, further comprising: a vehicle speed acquisition unit that acquires a vehicle speed of the vehicle; a front wheel speed acquisition unit (36A) that acquires a front wheel speed of the wheels on the front side; a rear wheel speed acquisition unit (36B) that acquires a rear wheel speed of the wheels on the rear side; an actual acceleration acquisition section (39) that acquires an actual acceleration of the vehicle in the front-rear direction; an acceleration estimation section (77) that estimates an estimated acceleration of the vehicle in the advancing direction based on the front wheel speed or the rear wheel speed; a gradient acceleration calculation section (78) that calculates a gradient acceleration that is a difference between the actual acceleration and the estimated acceleration; and a front-rear wheel determination section (79) that, when the vehicle speed is below a predetermined threshold speed, performs a determination of whether the front wheel or the rear wheel ascends the step based on an estimated step height (H slope ) estimated from the gradient acceleration and the step height, and that, when the vehicle speed exceeds the threshold speed, performs the front-rear wheel determination based on the front wheel speed and the rear wheel speed.

[0272] (Addendum 13) The control device according to any one of Addenda 1 to 12, wherein further comprising a step determination section (81) that determines whether the vehicle needs to cross the step based on the step height, the step determination section, when the vehicle is advancing, performs a determination of whether the vehicle needs to cross the step, i.e., a crossing determination, when the front wheel is determined to ascend the step by the front-rear wheel determination section, and cancels the crossing determination when the rear wheel is determined to ascend the step by the front-rear wheel determination section.

[0273] (Addendum 14) The control device according to any one of Addenda 1 to 13, wherein further comprising a step determination section (81) that determines whether the vehicle needs to cross the step based on the step height, the step determination section, when the vehicle is retreating, performs a determination of whether the vehicle needs to cross the step, i.e., a crossing determination, when the rear wheel is determined to ascend the step by the front-rear wheel determination section, and cancels the crossing determination when the front wheel is determined to ascend the step by the front-rear wheel determination section.

[0274] (Addendum 15) A control program that causes a computer (10) to execute processing including a driving force acquisition step, a longitudinal acceleration acquisition step, an angle calculation step, and a height estimation step, the driving force acquisition step acquires a driving force exerted on a road surface by the vehicle, the longitudinal acceleration acquisition step acquires a longitudinal acceleration of the vehicle along a front-rear direction, the angle calculation step calculates an angle, which is a trajectory angle, of a locus of a rotation center axis of a wheel possessed by the vehicle with respect to the road surface, on the basis of the driving force and the longitudinal acceleration, the height estimation step estimates a height, which is a step height, of a step provided on the road surface on the basis of the trajectory angle.

Claims

1. A control device, the control device (10) comprising: a driving force acquisition section (31) that acquires a driving force that a vehicle (100) exerts on a road surface; a longitudinal acceleration acquisition section (32) that acquires a longitudinal acceleration of the vehicle along a front-rear direction; an angle calculation section (61) that calculates an angle that a locus of a center axis of rotation of a wheel (104) possessed by the vehicle makes with respect to the road surface, i.e., a locus angle (θ), based on the driving force and the longitudinal acceleration; and a height estimation section (62) that estimates a height of a step (200) provided on the road surface, i.e., a step height (H, H1-H3), based on the locus angle.

2. The control device according to claim 1, characterized by: further comprising a step determination section (81) that determines whether the vehicle needs to cross over the step based on the step height.

3. The control device according to claim 1 or 2, characterized in that: The height estimation section estimates the step height (H1) based on a maximum value (Θ max ) of the track angle, a ground contact length (L) of the wheel, and a dynamic radius (R) of the wheel.

4. The control device according to any one of claims 1 to 3, characterized in that: the height estimation section estimates the step height (H2) based on a rate of change (κ) of the locus angle, a ground contact length of the wheel, and a dynamic radius of the wheel.

5. The control device according to any one of claims 1 to 4, characterized in that: The height estimation section estimates the step height (H3) based on a maximum value of the trajectory angle, a descending slope (K θ ) of the trajectory angle, and a ground contact length of the wheel.

6. The control device according to claim 1 or 2, characterized in that: the height estimation section estimates, as a first step height (H1) of the step height, based on a maximum value of the locus angle, a ground contact length of the wheel, and a dynamic radius of the wheel, estimates, as a second step height (H2) of the step height, based on a rate of change of the locus angle, the ground contact length of the wheel, and the dynamic radius of the wheel, estimates, as a third step height (H3) of the step height, based on the maximum value of the locus angle, a slope of a decrease of the locus angle, and the ground contact length of the wheel, selects a maximum value among the first step height, the second step height, and the third step height as the step height.

7. The control device according to claim 2, characterized in that: the height estimation section estimates, as a first step height of the step height, based on a maximum value of the locus angle, a ground contact length of the wheel, and a dynamic radius of the wheel, estimates, as a second step height of the step height, based on a rate of change of the locus angle, the ground contact length of the wheel, and the dynamic radius of the wheel, selects a maximum value among the first step height and the second step height as the step height, the step determination section determines whether the vehicle needs to cross over the step based on the step height and a threshold height determined in advance.

8. The control device according to any one of claims 1 to 7, characterized by further comprising: a lateral acceleration acquisition section (34) that acquires a lateral acceleration of the vehicle along a lateral direction; a yaw rate acquisition section (35) that acquires a yaw rate of the vehicle. a proportional value calculating portion (72, 72A) that calculates a lateral acceleration proportional value (δ G ) that is a value obtained by comparing the lateral acceleration and the yaw rate, on the basis of the lateral acceleration and the yaw rate; and a two-wheel / single-wheel determination section (73) that determines whether the wheels on both sides or the wheels on one side have ascended the step based on the lateral acceleration ratio value.

9. The control device according to any one of claims 1 to 8, characterized by Further comprising: a wheel speed acquisition section (36) that acquires a speed of the wheels, i.e., a wheel speed; an actual yaw rate acquisition section (37) that acquires an actual yaw rate of the vehicle; a wheel speed yaw rate acquisition section (38) that acquires a yaw rate corresponding to the wheel speed, i.e., a wheel speed yaw rate; a proportional value calculating section (72, 72B) that calculates a yaw rate proportional value (δ r ) that is a value obtained by comparing the wheel speed yaw rate with the actual yaw rate, on the basis of the actual yaw rate and the wheel speed yaw rate; and a two-wheel / single-wheel determination section that determines whether the wheels on both sides or the wheels on one side have ascended the step based on the yaw rate ratio value.

10. The control device according to any one of claims 1 to 7, characterized by Further comprising: a vehicle speed acquisition section that acquires a speed of the vehicle, i.e., a vehicle speed; a lateral acceleration acquisition section that acquires an acceleration in the lateral direction of the vehicle, i.e., a lateral acceleration; a wheel speed acquisition section that acquires a speed of the wheels on both sides, i.e., a wheel speed; an actual yaw rate acquisition section that acquires an actual yaw rate of the vehicle; a wheel speed yaw rate acquisition section that acquires a yaw rate corresponding to the wheel speed, i.e., a wheel speed yaw rate; a first ratio value calculation section (72A) that calculates the lateral acceleration ratio value based on the lateral acceleration and the actual yaw rate or the wheel speed yaw rate, the lateral acceleration ratio value being a value obtained by comparing the lateral acceleration with the actual yaw rate or the wheel speed yaw rate; a second ratio value calculation section (72B) that calculates a yaw rate ratio value based on the actual yaw rate and the wheel speed yaw rate, the yaw rate ratio value being a value obtained by comparing the wheel speed yaw rate with the actual yaw rate; and a two-wheel / single-wheel determination section that, when the vehicle speed is below a predetermined threshold speed, performs a determination of whether the wheels on both sides or the wheels on one side have ascended the step, i.e., a two-wheel / single-wheel determination, based on the lateral acceleration ratio value, and when the vehicle speed exceeds the threshold speed, performs the two-wheel / single-wheel determination based on the yaw rate ratio value.

11. The control device according to any one of claims 8 to 10, further comprising: a height correction section (62) that corrects the step height based on a result of the determination by the two-wheel / single-wheel determination section. Further comprising:

12. The control device according to any one of claims 1 to 11, characterized by a vehicle speed acquisition section that acquires a speed of the vehicle, i.e., a vehicle speed; a front wheel speed acquisition section (36A) that acquires a speed of the wheels on the front side, i.e., a front wheel speed; a rear wheel speed acquisition section (36B) that acquires a speed of the wheels on the rear side, i.e., a rear wheel speed; ​ an actual acceleration acquisition section (39) that acquires an actual acceleration of the vehicle in the front-rear direction; an acceleration estimation section (77) that estimates an estimated acceleration of the vehicle in the advancing direction based on the front wheel speed or the rear wheel speed; a gradient acceleration calculation section (78) that calculates a gradient acceleration that is a difference between the actual acceleration and the estimated acceleration; and 13. The control device according to any one of claims 1 to 12, further comprising a step determination section (81) that determines whether the vehicle needs to climb over the step based on the step height, a front wheel / rear wheel determination section (79) that performs determination of whether the front wheels or the rear wheels of the vehicle climb the step, i.e., front wheel / rear wheel determination, based on an estimated step height (H slope ) estimated from the gradient acceleration and the step height, in a case where the vehicle speed is below a predetermined threshold speed, and performs the front wheel / rear wheel determination based on the front wheel speed and the rear wheel speed in a case where the vehicle speed exceeds the threshold speed. the step determination section performs determination of whether the vehicle needs to climb over the step, that is, climb determination, when the wheel determined to be on the front side by the front-rear wheel determination section climbs over the step, and cancels the climb determination when the wheel determined to be on the rear side by the front-rear wheel determination section climbs over the step.

14. The control device according to any one of claims 1 to 13, further comprising a step determination section (81) that determines whether the vehicle needs to climb over the step based on the step height, the step determination section performs determination of whether the vehicle needs to climb over the step, that is, climb determination, when the wheel determined to be on the front side by the front-rear wheel determination section climbs over the step, and cancels the climb determination when the wheel determined to be on the rear side by the front-rear wheel determination section climbs over the step.

15. A control program that causes a computer (10) to execute processing including a drive force acquisition step, a longitudinal acceleration acquisition step, an angle calculation step, and a height estimation step, the drive force acquisition step acquires a drive force exerted on a road surface by a vehicle, the longitudinal acceleration acquisition step acquires an acceleration of the vehicle in the front-rear direction, that is, a longitudinal acceleration, the angle calculation step calculates an angle that a locus of a center axis of rotation of a wheel possessed by the vehicle makes with respect to the road surface, that is, a locus angle, based on the drive force and the longitudinal acceleration, the height estimation step estimates a height of a step provided on the road surface, that is, a step height, based on the locus angle. ​ ​ ​

Images