Vehicle control device, vehicle control method and vehicle control program

Abstract

To prevent a behavior of a vehicle from being instable when performing erroneous pedal-in prevention control.SOLUTION: A vehicle control device (10) comprises a step estimation part (40) for estimating a height of a step with which wheels of a vehicle (100) contact, and a control part (41) for performing erroneous pedal-in prevention control of either of ride-over limit control for limiting the ride-over of the step according to the height of the step, and low-speed ride-over control for making a vehicle ride over the step at a prescribed speed or lower.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present disclosure relates to a vehicle control device, a vehicle control method, and a vehicle control program. [Background technology]

[0002] Patent Document 1 discloses a vehicle driving assistance device that assists the vehicle's driving, and includes a step determination unit that performs a determination process to determine whether or not the step that the wheel has come into contact with is a step for stopping the vehicle, where the step is a step for stopping the vehicle, among steps that can be detected as having been contacted by the wheel, and a braking / driving force setting unit that performs stop request control to request that the vehicle be stopped by increasing the braking force of the vehicle when the determination process determines that the step is a step for stopping the vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-093761 A Summary of the Invention [Problem to be solved by the invention]

[0004] When the wheels come into contact with a step such as a car stop, such as when the vehicle is parking, if the step misapplication prevention control for preventing step misapplication is inappropriate, the behavior of the vehicle will become unstable.

[0005] An object of the present disclosure is to provide a vehicle control device, a vehicle control method, and a vehicle control program that can suppress unstable vehicle behavior when pedal misapplication prevention control is performed. [Means for solving the problem]

[0006] A vehicle control device according to a first aspect of the present disclosure includes a step estimation unit that estimates the height of a step with which a wheel of a vehicle is in contact, and a control unit that performs either of the following misstep prevention control: a step-over restriction control that restricts the vehicle from going over the step depending on the height of the step, or a low-speed step-over control that allows the vehicle to go over the step at a predetermined speed or below.

[0007] The vehicle control method of the second aspect executes processing in which at least one processor estimates the height of a step with which a wheel of the vehicle is in contact, and, depending on the height of the step, performs either a step-over limit control that restricts the vehicle from going over the step, or a low-speed step-over control that allows the vehicle to go over the step at a predetermined speed or less.

[0008] The vehicle control program of the third aspect causes at least one processor to execute processing that includes estimating the height of a step with which a wheel of the vehicle is in contact, and, depending on the height of the step, performing either a step-over limit control that restricts the vehicle from going over the step, or a low-speed step-over control that allows the vehicle to go over the step at a predetermined speed or less. Effect of the Invention

[0009] According to the present disclosure, it is possible to suppress the behavior of the vehicle from becoming unstable when control to prevent misapplication of pressure is performed. [Brief description of the drawings]

[0010] [Figure 1] FIG. 1 is a schematic diagram of a vehicle configuration. [Diagram 2] 2 is a block diagram showing a hardware configuration of a vehicle control device; [Diagram 3] FIG. 2 is a diagram showing a configuration of a sensor group. [Figure 4] FIG. 2 is a block diagram showing a functional configuration of a vehicle control device. [Diagram 5] 13 is a flowchart of step clearance control. [Figure 6] 4 is a flowchart of a torque selection process. [Figure 7] 13 is a flowchart of a permission determination process for the misstep prevention control. [Figure 8] 13 is a flowchart of a permission determination process for the misstep prevention control. [Figure 9] FIG. 11 is a diagram for explaining determination threshold map data. [Figure 10] 13 is a flowchart of a step estimation process. [Figure 11] FIG. 13 is a diagram showing a state in which a wheel comes into contact with a step. [Figure 12A] 1 is a graph showing a trajectory of a rotational axis of a wheel. [Figure 12B] 13 is a graph showing a trajectory angle. [Figure 13] 13 is a flowchart of a process for determining whether one or both wheels are climbing up. [Figure 14] 13 is a flowchart of a process for preventing misstepping. [Figure 15] 13 is a flowchart of overpass limit control. [Figure 16] 6 is a diagram showing the relationship between vehicle speed, step height, and step climbing control. FIG. [Figure 17] 13 is a flowchart of a monitoring safety control process. [Figure 18] 13 is a flowchart of a monitoring safety control process. [Figure 19] FIG. 11 is a diagram for explaining gradient correction torque map data. [Figure 20] 13 is a flowchart of a monitoring safety control process according to a modified example. [Figure 21] 10 is a flowchart of a torque selection process according to a modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, the present embodiment will be described with reference to the accompanying drawings. In order to facilitate understanding of the description, the same components in each drawing are denoted by the same reference numerals as much as possible, and duplicated description will be omitted.

[0012] A vehicle control device 10 according to this embodiment is mounted on a vehicle 100 and configured as a device for controlling the vehicle 100. Prior to describing the vehicle control device 10, the configuration of the vehicle 100 will first be described with reference to FIG.

[0013] The vehicle 100 is a vehicle that travels based on the driving operation of a driver. However, when a wheel comes into contact with a step, part of the driving operation (e.g., braking) may be automatically performed by the vehicle control device 10. The vehicle 100 includes a vehicle body 101, wheels 111, 112, 121, 122, a rotating electric machine 150, and a battery 160.

[0014] The vehicle body 101 is the main body of the vehicle 100, and is a part called the "body." The wheel 111 is a wheel provided on the front left part of the vehicle body 101, and the wheel 112 is a wheel provided on the front right part of the vehicle body 101. The wheels 111 and 112, which are front wheels, are provided as driven wheels in this embodiment.

[0015] Wheel 121 is a wheel provided on the rear left part of body 101, and wheel 122 is a wheel provided on the rear right part of body 101. Wheels 121 and 122, which are rear wheels, are provided as driving wheels in this embodiment. That is, wheels 121 and 122 are rotated by the driving force of rotating electric machine 150 described later, and drive vehicle 100.

[0016] In this way, the vehicle 100 of this embodiment is configured as a so-called "rear-wheel drive" vehicle. Alternatively, the vehicle 100 may be configured as a front-wheel drive vehicle or a four-wheel drive vehicle. In the latter case, in addition to the rotating electric machine 150 for driving the rear wheels, a rotating electric machine for driving the front wheels may be provided separately.

[0017] A brake device 131 is provided on the wheel 121, and a brake device 132 is provided on the wheel 122. Both the brake devices 131 and 132 are braking devices that apply a braking force to the wheels by hydraulic pressure. Such braking devices may be provided not only on the driving wheels, but also on the wheels 111 and 112, which are driven wheels. The operation of the brake devices 131 and 132 is controlled by a brake ECU 20, which will be described later.

[0018] The rotating electric machine 150 is a device that receives power from a battery 160 (described later) and generates a driving force for rotating the wheels 121, 122, i.e., a driving force required for the vehicle 100 to run. One example of the rotating electric machine 150 is a so-called "motor generator." The driving force generated by the rotating electric machine 150 is transmitted to each of the wheels 121, 122 via the power train unit 140, causing the wheels 121, 122 to rotate. Note that the exchange of power between the battery 160 and the rotating electric machine 150 is performed via an inverter, which is a power converter, but the inverter is not shown in FIG. 1.

[0019] The rotating electric machine 150 generates a driving force for accelerating the vehicle 100, and can also generate a braking force by regeneration for decelerating the vehicle 100. Braking of the vehicle 100 can be performed by the rotating electric machine 150, or can be performed by the brake devices 131 and 132 described above.

[0020] The battery 160 is a storage battery for supplying driving power to the rotating electric machine 150. In this embodiment, as an example, a lithium ion battery is used as the battery 160. Regenerative power generated by the rotating electric machine 150 during braking is supplied to the battery 160 via an inverter (not shown), and the battery 160 is charged.

[0021] The vehicle 100 is provided with a brake ECU 20 in addition to the vehicle control device 10. Both the vehicle control device 10 and the brake ECU 20 are configured as computer systems having a CPU, ROM, RAM, etc. These can perform bidirectional communication with each other via a network provided in the vehicle 100. Details of the hardware configuration of the vehicle control device 10 will be described later.

[0022] The brake ECU 20 performs processing to control the operations of the brake devices 131 and 132 in response to instructions from the vehicle control device 10 .

[0023] The vehicle control device 10 and the brake ECU 20 do not have to be separated into two devices as in the present embodiment. For example, the function of the brake ECU 20 may be integrated into the vehicle control device 10. In order to realize the functions of the vehicle control device 10 described later, the specific device configuration is not particularly limited.

[0024] Fig. 2 is a block diagram showing a hardware configuration of the vehicle control device 10. As shown in Fig. 2, the vehicle control device 10 includes a control unit 21. The control unit 21 is configured from a device including a general computer.

[0025] 2, the control unit 21 includes a central processing unit (CPU) 21A, a read only memory (ROM) 21B, a random access memory (RAM) 21C, and an input / output interface (I / O) 21D. The CPU 21A, the ROM 21B, the RAM 21C, and the I / O 21D are connected to each other via a bus 21E. The bus 21E includes a control bus, an address bus, and a data bus.

[0026] In addition, a communication unit 22, a storage unit 23, and a sensor group 200 including various sensors are connected to the I / O 21D.

[0027] The communication unit 22 is an interface for communicating with external devices such as the brake ECU 20 and the rotating electric machine 150 .

[0028] The storage unit 23 is configured with a non-volatile external storage device such as a hard disk, etc. As shown in Fig. 2, the storage unit 23 stores a vehicle control program 23A, torque map data 23B, judgment threshold map data 23C, gradient torque map data 23D, and the like.

[0029] The CPU 21A is an example of a computer. The term "computer" used here refers to a processor in a broad sense, and includes a general-purpose processor (e.g., a CPU) or a dedicated processor (e.g., a graphics processing unit (GPU), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a programmable logic device, etc.).

[0030] The vehicle control program 23A may be stored in a non-volatile non-transitory recording medium, or may be distributed via a network and appropriately installed in the vehicle control device 10, thereby being stored in the storage unit 23. The vehicle control program 23A may also be appropriately updated by so-called OTA (Over The Air).

[0031] Examples of non-volatile non-transient recording media include CD-ROMs (Compact Disc Read Only Memory), magneto-optical disks, HDDs (Hard Disk Drives), DVD-ROMs (Digital Versatile Disc Read Only Memory), flash memories, memory cards, and the like.

[0032] The vehicle 100 is provided with a large number of sensors for measuring various physical quantities, and the sensor group 200 includes, as shown in FIG. 3, a wheel speed sensor 201, an acceleration sensor 202, a current sensor 203, an outside camera 204, an accelerator sensor 205, an external temperature sensor 206, a gradient sensor 207, a brake sensor 208, a parking sensor 209, and a yaw rate sensor 210.

[0033] The wheel speed sensor 201 is a sensor for measuring the number of rotations per unit time of the wheel 111 etc. Although the wheel speed sensor 201 is provided individually for each of the four wheels 111, 112, 121, 122, in FIG. 3, the wheel speed sensor 201 is illustrated diagrammatically as a single block. A signal indicating the number of rotations measured by the wheel speed sensor 201 is transmitted to the vehicle control device 10. The vehicle control device 10 can grasp the traveling speed of the vehicle 100 based on the signal.

[0034] The acceleration sensor 202 is a sensor for detecting the acceleration of the vehicle 100. The acceleration sensor 202 is attached to the vehicle body 101. The acceleration sensor 202 is configured as a six-axis acceleration sensor that can detect the accelerations of the vehicle body 101 in the front-rear direction, the left-right direction, and the up-down direction, as well as the rotational accelerations of pitching, rolling, and yawing.

[0035] The acceleration acquired by the acceleration sensor 202 includes an acceleration GX along the traveling direction of the vehicle 100 (i.e., the front-rear direction) and an acceleration Gy along the left-right direction of the vehicle 100. The acceleration GX is also called "vertical acceleration", and the acceleration G is also called "lateral acceleration". Both of these are acquired as numerical values ​​in units of "G", which is the gravitational acceleration, such as "0.5G". Signals indicating each acceleration detected by the acceleration sensor 202 are transmitted to the vehicle control device 10.

[0036] The current sensor 203 is a sensor for detecting the value of the driving current flowing through the rotating electric machine 150. A signal indicating the value of the driving current detected by the current sensor 203 is input to the vehicle control device 10. The vehicle control device 10 can determine the magnitude of the driving force generated in the rotating electric machine 150 based on the value of the input driving current.

[0037] The exterior camera 204 is a camera, such as a CMOS camera, that captures images of the surroundings of the vehicle 100. Image data captured by the exterior camera 204 is input to the vehicle control device 10. The vehicle control device 10 processes the images to determine the presence or absence of obstacles (e.g., steps such as wheel stops) around the vehicle 100 and their shapes.

[0038] As a sensor for detecting the situation around the vehicle 100, other sensors may be provided in addition to the exterior camera 204 or instead of the exterior camera 204. Examples of such sensors include a LIDAR sensor and a radar.

[0039] The accelerator sensor 205 is a sensor that detects the accelerator operation amount, that is, the accelerator opening degree.

[0040] The external temperature sensor 206 is a sensor that detects the temperature outside the vehicle 100 .

[0041] The gradient sensor 207 is a sensor that detects the gradient of the road surface on which the vehicle 100 runs.

[0042] The brake sensor 208 is a sensor that detects the brake hydraulic pressure of the braking devices 131 and 132 .

[0043] The parking sensor 209 is a sensor that detects whether the parking brake of the vehicle 100 is on or off.

[0044] The yaw rate sensor 210 is a sensor for detecting the yaw rate.

[0045] 4 is a block diagram showing a functional configuration of the CPU 21A of the vehicle control device 10. As shown in FIG 4, the CPU 21A functionally includes a step estimation unit 40 and a control unit 41.

[0046] The step estimation unit 40 estimates the height of a step with which at least one of the four wheels 111, 112, 121, and 122 of the vehicle 100 is in contact.

[0047] Depending on the height of the step estimated by the step estimation unit 40, the control unit 41 performs either step-over restriction control that restricts the vehicle from going over the step, or low-speed step-over control that allows the vehicle to go over the step at a speed equal to or slower than a predetermined speed, to prevent the vehicle from stepping over the step.

[0048] The control unit 41 may perform control to prevent misstepping when a predetermined permission condition is satisfied.

[0049] As an example, the permission conditions may include at least one of the following: the speed of vehicle 100 is equal to or less than a predetermined speed; the accelerator opening of vehicle 100 is greater than a predetermined accelerator opening; the brake oil pressure of the brakes of vehicle 100 is equal to or less than a predetermined brake oil pressure; the parking brake of vehicle 100 is off; and the shift of vehicle 100 is other than park and neutral.

[0050] Furthermore, the control unit 41 may obtain a predetermined accelerator opening degree according to the gradient of the road surface, and determine whether or not the permission condition is satisfied based on the obtained predetermined accelerator opening degree.

[0051] Also, the control unit 41 may be configured to perform the misstep prevention control only within a predetermined time after the permission conditions are satisfied.

[0052] In addition, as a climbing limit control, the control unit 41 may calculate a torque for misstep control based on a first torque for stopping the vehicle 100, a second torque corresponding to the step, and a third torque corresponding to the gradient of the road surface, and perform control to apply the calculated torque for misstep control to the wheels.

[0053] In addition, as a low-speed crossing control, the control unit 41 may calculate a torque for misstep control based on a first torque for driving the vehicle 100 at a predetermined speed, a second torque corresponding to the step, and a third torque corresponding to the gradient of the road surface, and perform control to apply the calculated torque for misstep control to the wheel.

[0054] In addition, the control unit 41 may apply the smaller torque value between the driver requested torque corresponding to the accelerator operation amount by the driver of the vehicle 100 and the misstep prevention control torque to the wheel among the four wheels 111, 112, 121, and 122 that is in contact with the step.

[0055] Furthermore, the control unit 41 may be configured to restrict the execution of the misstep prevention control when the torque for misstep prevention control is an abnormal value.

[0056] Furthermore, the control unit 41 may be configured to restrict the execution of the misstep prevention control when at least one of the first torque and the second torque is an abnormal value.

[0057] Furthermore, the control unit 41 may impose restrictions so that control to prevent mis-pedaling is not executed when a predetermined restriction condition is satisfied.

[0058] As an example, the limiting condition may include at least one of the following: the vehicle 100 is stopped; the accelerator of the vehicle 100 is off; and the brake oil pressure of the brakes of the vehicle 100 is greater than a predetermined brake oil pressure.

[0059] The CPU 21A functions as each functional unit shown in Fig. 4 by reading and executing a vehicle control program 23A stored in the storage unit 23. The vehicle control program 23A includes a step overcoming control process shown in Fig. 5, a torque selection process shown in Fig. 6, and a misapplication prevention control process shown in Figs. 17 and 18, which will be described later. The step overcoming control process shown in Fig. 5, the torque selection process shown in Fig. 6, and the misapplication prevention control process shown in Figs. 17 and 18 are executed in parallel.

[0060] Next, a step-climbing control process executed by the CPU 21A of the control unit 21 will be described with reference to Fig. 5. The step-climbing control process shown in Fig. 5 is a process that is repeatedly executed at predetermined time intervals, for example, every 10 msec.

[0061] In step S200, the CPU 21A executes the permission determination process for the misstep prevention control shown in Figures 7 and 8. The permission determination process for the misstep prevention control will be described later in detail.

[0062] In step S201, the CPU 21A executes the step estimation process shown in Fig. 10. The step estimation process will be described later in detail.

[0063] In step S202, the CPU 21A executes the pedal misapplication prevention control process shown in Fig. 14. In the pedal misapplication prevention control process, a pedal misapplication prevention control torque TO to be applied to the rotating electric machine 150 is calculated and stored in the memory unit 23. The pedal misapplication prevention control torque TO stored in the memory unit 23 is updated successively every time step traversal control is executed. The pedal misapplication prevention control process will be described in detail later.

[0064] Next, a torque selection process executed by the CPU 21A of the control unit 21 will be described with reference to Fig. 6. The torque selection process shown in Fig. 6 is a process that is repeatedly executed at predetermined time intervals, for example, every 10 msec.

[0065] In step S300, the CPU 21A determines whether or not the pedal misapplication prevention control flag XEX is 1. Here, when the pedal misapplication prevention control flag XEX is 1, this indicates that torque correction using pedal misapplication prevention control torque TO is being executed, specifically, that the jump-over limit control of step S1103 or the low-speed jump-over control of step S1105 in Fig. 14 described later is being executed. On the other hand, when the pedal misapplication prevention control flag XEX is 0, this indicates that torque correction using pedal misapplication prevention control torque TO is not being executed, that is, that neither the jump-over limit control of step S1103 in Fig. 14 nor the low-speed jump-over control of step S1105 is being executed.

[0066] If the misstep prevention control flag XEX is 1, the process proceeds to step S301, and if the misstep prevention control flag XEX is 0, this routine is terminated.

[0067] In step S301, CPU 21A obtains driver required torque TACC corresponding to the accelerator operation amount of the driver of vehicle 100 by reading it from storage unit 23. Driver required torque TACC is a torque value corresponding to the accelerator operation amount of the driver of vehicle 100. For example, torque map data 23B indicating the correspondence between accelerator operation amount and torque value is stored in advance in storage unit 23, and a torque value corresponding to the accelerator operation amount obtained from accelerator sensor 205 is obtained from torque map data 23B and stored in storage unit 23 as driver required torque TACC. Driver required torque TACC stored in storage unit 23 is updated successively according to the accelerator operation amount of the driver.

[0068] In step S302, the CPU 21A obtains the torque TO for preventing misstepping control calculated by the step overrunning control process shown in FIG. 5 or the torque TO for preventing misstepping control set by the supervisory safety control shown in FIG. 17 by reading it from the memory unit 23.

[0069] In step S303, the CPU 21A determines the final torque TMG to be applied to the rotating electric machine 150. Specifically, the torque having the smallest torque value among the driver required torque TACC acquired in step S301 and the torque for control for preventing misapplication of pressure TO acquired in step S302 is determined as the final torque TMG. This final torque TMG is applied to the wheels. Therefore, even if the driver misappresses the accelerator pedal and the accelerator operation amount becomes excessive, it is possible to prevent excessive torque from being applied to the rotating electric machine 150.

[0070] Next, the details of the permission determination process for the pedal misapplication prevention control in step S200 in Fig. 5 will be described with reference to Figs. 7 and 8. Fig. 7 shows the permission determination process for determining whether or not to permit the pedal misapplication prevention control, and Fig. 8 shows the restriction determination process for determining whether or not to restrict the pedal misapplication prevention control.

[0071] In step S800, the CPU 21A calculates the vehicle's traveling speed (hereinafter referred to as vehicle speed) based on the wheel speed acquired from the wheel speed sensor 201, and determines whether the calculated vehicle speed is equal to or lower than a predetermined speed. The predetermined speed is set to a relatively low speed, and in this embodiment, the predetermined speed is set to 9 kph as an example, but is not limited to this. If the vehicle speed is equal to or lower than the predetermined speed, the process proceeds to step S801, and if the vehicle speed is higher than the predetermined speed, the process proceeds to step S809 in FIG. 8.

[0072] In step S801, the CPU 21A judges whether the accelerator opening is greater than a predetermined accelerator opening. The predetermined accelerator opening is determined as a judgment threshold based on the judgment threshold map data 23C. FIG. 14 shows an example of the judgment threshold map data 23C. As shown in FIG. 9, the judgment threshold map data 23C has a permission judgment processing map M1 and a restriction judgment map M2. The horizontal axis of FIG. 9 is the gradient of the road surface, and the vertical axis is the judgment threshold, and the judgment threshold changes according to the gradient of the road surface. As shown in FIG. 9, in the permission judgment processing map M1, the judgment threshold is set to a maximum value in a region where the downward gradient is too large and the upward gradient is too large. Furthermore, among the regions other than the region where the downward gradient is too large and the region where the upward gradient is too large, the judgment threshold gradually increases in a region where the gradient is from downward to flat, and the judgment threshold is approximately constant in a region where the gradient is flat. Furthermore, the judgment threshold gradually increases in a region where the gradient is from flat to upward. In the limit determination process map M2, the determination threshold is approximately 0 in a region where the gradient ranges from a downward slope to a certain degree of upward slope, and the determination threshold gradually increases from that region to a region that further increases in gradient.

[0073] In this way, the judgment threshold is set according to the gradient of the road surface. For this reason, in step S801, CPU 21A first acquires the accelerator opening and the gradient of the road surface. The accelerator opening can be acquired from accelerator sensor 205. Moreover, the gradient of the road surface can be acquired from gradient sensor 207. Next, CPU 21A acquires a judgment threshold according to the acquired gradient of the road surface from permission judgment processing map M1. Then, CPU 21A judges whether or not the accelerator opening is larger than the judgment threshold. If the accelerator opening is larger than the judgment threshold, the process proceeds to step S802, and if the accelerator opening is equal to or smaller than the judgment threshold, the process proceeds to step S809 in FIG. 8.

[0074] In step S802, the CPU 21A determines whether the brake hydraulic pressure is equal to or lower than a predetermined threshold. The brake hydraulic pressure can be acquired from the brake sensor 208. The predetermined threshold is set to a value that allows determination that the brakes of the vehicle 100 are off if the brake hydraulic pressure is equal to or lower than the predetermined threshold. Then, if the brake hydraulic pressure is equal to or lower than the predetermined threshold, that is, if the brakes of the vehicle 100 are off, the process proceeds to step S803, and if the brake hydraulic pressure is greater than the predetermined threshold, that is, if the brakes of the vehicle 100 are on, the process proceeds to step S809 in FIG. 8.

[0075] In step S803, CPU 21A determines whether or not the parking brake of vehicle 100 is off. Whether or not the parking brake is off can be obtained from parking sensor 209. If the parking brake is off, the process proceeds to step S804, and if the parking brake is on, the process proceeds to step S809 in FIG.

[0076] In step S804, the CPU 21A determines whether the shift lever of the vehicle 100 is in a mode other than parking and neutral. That is, it determines whether the shift lever is in a mode in which the vehicle 100 can run, such as drive or reverse. If the shift lever of the vehicle 100 is in a mode other than parking and neutral, the process proceeds to step S805, and if the shift lever of the vehicle 100 is not in a mode other than parking and neutral, the process proceeds to step S809 in FIG. 8.

[0077] In step S805, the CPU 21A judges whether or not CXHUMI, which is a counter for the time during which the misstep prevention control is permitted, is equal to or less than a predetermined time. In the present embodiment, the predetermined time is set to 1 second as an example, but is not limited to this. If the counter CXHUMI is equal to or less than the predetermined time, the process proceeds to step S806, and if the counter CXHUMI exceeds the predetermined time, the process proceeds to step S809 in FIG. 8.

[0078] In step S806, the CPU 21A determines whether or not a counter CRETRY for counting the time that has elapsed since the execution of the previous pedal misapplication prevention control was restricted is equal to or greater than a predetermined time. In the present embodiment, the predetermined time is set to 30 seconds as an example, but is not limited to this. If the counter CRETRY is equal to or greater than the predetermined time, the process proceeds to step S807, and if the counter CXHUMI is less than the predetermined time, the process proceeds to step S809 in FIG. 8.

[0079] In step S807, XHUMI, which is a flag indicating whether or not execution of the pedal misapplication prevention control is permitted, is set to 1. When XHUMI is 1, it indicates that execution of the pedal misapplication prevention control is permitted. On the other hand, when XHUMI is 0, it indicates that execution of the pedal misapplication prevention control is restricted.

[0080] In step S808, the CPU 21A increments the counter CXHUMI according to the following formula.

[0081] CXHUMI = CXHUMI + 1 (1)

[0082] In step S809 in Fig. 8, the CPU 21A determines whether or not the flag XHUMI is 1. That is, it determines whether or not the execution of the pedal misapplication prevention control is permitted. If the flag XHUMI is 1, that is, the execution of the pedal misapplication prevention control is permitted, the process proceeds to step S810. On the other hand, if the flag XHUMI is 0, that is, the execution of the pedal misapplication prevention control is restricted, the process proceeds to step S815.

[0083] In step S810, the CPU 21A determines whether or not the accelerator opening is 0%. If the accelerator opening is 0%, the process proceeds to step S811, and if the accelerator opening is not 0%, the process proceeds to step S816.

[0084] In step S811, the CPU 21A determines whether or not the vehicle speed is 0 kph. If the vehicle speed is 0 kph, the process proceeds to step S812, and if the vehicle speed is not 0 kph, the process proceeds to step S816.

[0085] In step S812, the CPU 21A determines whether the brake hydraulic pressure is greater than a predetermined threshold value. If the brake hydraulic pressure is greater than the predetermined threshold value, that is, if the brake is on, the process proceeds to step S813, and if the brake hydraulic pressure is equal to or less than the predetermined threshold value, that is, if the brake is off, the process proceeds to step S816.

[0086] In step S813, the CPU 21A sets the flag XHUMI to 0. That is, the execution of the mispedal prevention control is restricted.

[0087] In step S814, the CPU 21A sets the counter CRETRY to 0. That is, the counter CRETRY is reset.

[0088] In step S815, the CPU 21A increments the counter CRETRY according to the following formula.

[0089] CRETRY=CRETRY+1 (2)

[0090] In step S816, CPU 21A determines whether the driver's request to overcome the step is on. The determination of whether the driver's request to overcome the step is on may be made, for example, by providing a release switch and determining whether the driver has turned on the release switch. Alternatively, the determination of whether the driver's request to overcome the step is on may be made based on whether the driver has operated a turn signal. This is because if the driver has operated a turn signal, it is considered that the driver intends to drive vehicle 100 onto, for example, a shoulder having a step. Then, if the driver's request to overcome the step is on, the process proceeds to step S818, and if the driver's request to overcome the step is off, the process proceeds to step S817.

[0091] In step S817, the CPU 21A judges whether the counter CXHUMI has exceeded a predetermined time. In this embodiment, the predetermined time is set to 10 seconds as an example, but is not limited to this. If the counter CXHUMI has exceeded the predetermined time, the CPU 21A proceeds to step S818, and if the counter CXHUMI is equal to or less than the predetermined time, the CPU 21A ends this routine.

[0092] In step S818, the CPU 21A sets the flag XHUMI to 0. That is, the execution of the mispedal prevention control is restricted.

[0093] In step S819, the CPU 21A sets the counter CXHUMI to 0. That is, the counter CXHUMI is reset.

[0094] In this way, permission to execute the misstep prevention control is accepted until one second has elapsed since the accelerator was operated. Also, if it is determined that the vehicle 100 is stopped due to the accelerator being released, etc., the execution of the misstep prevention control is restricted. For example, if the wheels are stuck in a hole and the driver wants to get out, or if there is an obstacle in front of the vehicle and the driver absolutely needs to get over it, or if the driver absolutely needs to get over a step on the roadside to parallel park, the execution of the misstep prevention control is restricted and torque control by accelerator operation is restored if the driver absolutely needs to get over it.

[0095] In addition, if it is detected that the accelerator is depressed again after the accelerator operation is off and the execution of the misapplication prevention control is restricted, it may be assumed that the driver wishes to release the accelerator, and the execution of the misapplication prevention control may be restricted again.

[0096] Next, the step estimation process in step S201 in FIG. 5 will be described in detail with reference to FIG.

[0097] In step S900, the CPU 21A determines whether or not the flag XHUMI is 1, i.e., whether or not execution of the mispedal prevention control is permitted. If the flag XHUMI is 1, i.e., if the mispedal prevention control is permitted, the process proceeds to step S901, and if the flag XHUMI is 0, i.e., if the execution of the mispedal prevention control is restricted, the process ends.

[0098] In step S901, the CPU 21A calculates the maximum value h max Specifically, first, the vertical load Fz is calculated. The vertical load Fz is a force applied downward to the wheels 111 and 112, which are driven wheels. The vertical load Fz is calculated as the sum of the forces applied to the wheels 111 and 112, respectively, using the following formula.

[0099] JPEG2024178831000002.jpg19128...(3)

[0100] In the first term on the right side of the above equation (3), "m" is the weight of the vehicle 100. "g" is the gravitational acceleration. "l" is the length of the wheelbase of the vehicle 100. "lr" is the length in the front-rear direction from the center of gravity of the vehicle 100 to the central axis of rotation of the rear wheels (wheels 121, 122). "G X " is the acceleration in the direction of travel of the vehicle 100, i.e., the forward / rearward direction. cg " is the height from the road surface to the center of gravity of vehicle 100. The first term on the right side of equation (3) above represents the downward component of the force applied to each of wheels 111, 112 as a dynamic load when vehicle 100 is traveling.

[0101] The second term on the right side of the above formula (3) is "d S " is the damping coefficient of the damper (not shown) of the vehicle 100. spd " is the traveling speed of the vehicle 100 along the longitudinal direction. spd can be calculated based on a signal from the wheel speed sensor 201, for example. old" is the value of the trajectory angle θ calculated in the previous control cycle. When the process of FIG. 15 is executed for the first time, θ old For example, 0 is used as the value of . The second term on the right side of the above equation (3) represents the force applied to each of the wheels 111 and 112 in association with the expansion and contraction of the damper.

[0102] Next, the trajectory angle θ is calculated. Here, the trajectory angle θ will be described. The "trajectory angle" is the angle that the trajectory of the rotational center axis of the wheel 111 etc. forms with the road surface.

[0103] 11 is a schematic diagram showing a state in which a wheel 111 is on a road surface RD. A step ST that acts as a wheel stopper is provided on the road surface RD, and a part of the wheel 111 is in contact with the step ST. If the vehicle 100 attempts to move further to the right (i.e., toward the step ST) from the state shown in FIG. 11, the wheel 111 will climb up onto the step ST.

[0104] The graph shown by the solid line in Fig. 12A represents the relationship between the travel distance (horizontal axis) of the vehicle 100 and the height (vertical axis) of the rotation center axis AX of the wheel 111 when the vehicle 100 travels toward the right as described above. It can be said that this graph represents the trajectory of the rotation center axis AX while the vehicle 100 is traveling. θ shown in Fig. 12A is the angle that the trajectory of the rotation center axis AX of the wheel 111 etc. makes with the road surface, and represents the trajectory angle when the vehicle 100 is at the position X1. Such a trajectory angle θ can be defined corresponding to each position of the vehicle 100.

[0105] As mentioned above, the "path angle" refers to the angle that the path of the rotation axis AX of the wheel 111, etc., makes with respect to the road surface, but the "path of the rotation axis AX" here refers to the path of the rotation axis AX when the vehicle 100 is viewed in its left-right direction (vehicle width direction). The path of the rotation axis AX as shown in the graph of Fig. 12A reflects to some extent the shape of the step ST indicated by the dashed line in the figure. The reason why the two shapes are different from each other is that the wheel 111 is not a rigid body, and the wheel 111 deforms when it hits the step ST.

[0106] The trajectory angle θ can be calculated by the following formula.

[0107] JPEG2024178831000003.jpg29126...(4)

[0108] On the right side of the above equation (4), "T mg " is the torque of the rotating electric machine 150, and "R" is the dynamic radius of the wheel 111. mg / R" indicates the driving force applied to the road surface by the driving wheels of the vehicle 100. mg can be obtained, for example, by obtaining the value of the driving current flowing through the rotating electric machine 150 by the current sensor 203 and calculating the torque based on the magnitude of the obtained driving current.

[0109] Next, the trajectory angle θ′ when the wheel 111 is an ideal disk is calculated from the trajectory angle θ by the following formula.

[0110] JPEG2024178831000004.jpg26117...(5)

[0111] Here, L is the ground contact length of the wheel 111. The ground contact length L is the climb-over distance (x2-x1) in Figures 12A and 12B. The graph in Figure 12B shows an example of the change in the trajectory angle θ when the vehicle 100 climbs over a step ST as in Figure 12A.

[0112] "X1" shown in Figures 12A and 12B is the position of the vehicle 100 when the wheel 111 etc. contacts the step ST. Also, "X2" shown in Figures 12A and 12B is the position of the vehicle 100 when the wheel 111 etc. leaves the road surface. This position corresponds to the inflection point in the graph of Figure 12A and the peak value in the graph of Figure 12B.

[0113] The "climbing distance" is the distance from X1 to X2, that is, the distance traveled by the vehicle 100 from when the wheel 111 etc. contacts the step ST until the wheel 111 etc. leaves the road surface. In other words, the "climbing distance" can be said to be the distance traveled by the vehicle 100 during the period from when the trajectory angle θ starts to increase until when it starts to decrease.

[0114] The run-up distance defined in this manner correlates with the length (L1 in FIG. 11) of the portion of the wheel 111, etc., that is in contact with the road surface RD in the front-rear direction when the vehicle 100 is parked on the flat road surface RD. Therefore, the lower the air pressure of the wheel 111, etc., the longer L1 shown in FIG. 11 becomes, and the run-up distance shown in FIGS. 12A and 12B also tends to become longer.

[0115] If the wheel 111 is an ideal disk, the height h of the step ST can be calculated by the following formula.

[0116] JPEG2024178831000005.jpg35118...(6)

[0117] Here, θ in the above equation (6) is set to θ, which is the maximum value of the trajectory angle θ. max Then, the maximum height of the step ST is h max can be calculated.

[0118] Trajectory angle θ max can be calculated by the following formula:

[0119] θ max = κ × L (7)

[0120] Here, κ is the rate of change of the trajectory angle θ, and can be calculated by the following formula.

[0121] JPEG2024178831000006.jpg26131...(8)

[0122] Here, filter() is a function that performs a filter process to attenuate high-frequency components, and has the function of smoothing, i.e., easing, the amount of change in the trajectory angle θ. x is the vehicle speed.

[0123] From the above, the maximum height of the step ST is h max can be calculated by the following formula:

[0124] JPEG2024178831000007.jpg18134...(9)

[0125] In the following, the maximum height of the step ST is h max is simply referred to as the height h of the step ST.

[0126] In step S902, the CPU 21A executes a one-wheel or two-wheel climbing determination process shown in FIG.

[0127] As shown in Fig. 13, in step S1000, the CPU 21A judges whether the step height h calculated in step S901 in Fig. 10 is equal to or less than a predetermined height. In this embodiment, the predetermined height is set to 2 cm as an example, but is not limited to this. If the step height h is equal to or less than the predetermined height, the process proceeds to step S1001, and if the step height h is higher than the predetermined height, the process proceeds to step S1002.

[0128] In step S1001, a flag XKATARIN, which indicates whether one wheel or both wheels are attempting to go over a step ST, is set to 0. When the flag XKATARIN is 0, it indicates that both wheels are attempting to go over the step ST, and when the flag XKATARIN is 1, it indicates that one wheel is attempting to go over the step ST.

[0129] In step S1002, the CPU 21A calculates a lateral G proportional value δ according to the following equation.

[0130] JPEG2024178831000008.jpg2779...(10)

[0131] Here, G y is the lateral G, that is, the acceleration in the left-right direction of the vehicle 100, and can be obtained from the acceleration sensor 202. K is a predetermined coefficient. Also, V x is the vehicle speed, r is the yaw rate, which can be acquired from the yaw rate sensor 210, and const is a predetermined coefficient for preventing the denominator from becoming zero.

[0132] When one wheel climbs over the step ST, the vehicle 100 tilts more than when both wheels climb over it, and this is detected as lateral G. Also, in order to cancel the lateral G generated when the vehicle 100 turns, it is determined whether one wheel or both wheels are attempting to climb over the step ST based on a lateral G proportional value δ obtained by comparing the lateral G with the lateral G calculated from the yaw rate r.

[0133] In step S1003, CPU 21A determines whether the absolute value of lateral G proportional value δ calculated in step S1002 is greater than a predetermined value, and proceeds to step S1004 if the absolute value of lateral G proportional value δ is greater than the predetermined value, and proceeds to step S1001 if the absolute value of lateral G proportional value δ is equal to or less than the predetermined value.

[0134] In step S1004, the CPU 21A sets the flag XKATARIN to 1.

[0135] Returning to Fig. 10, in step S903, the CPU 21A determines whether or not the flag XKATARIN is 0. That is, it determines whether or not both wheels are about to climb over a step ST. If the flag XKATARIN is 0, this routine is terminated, and if the flag XKATARIN is 1, the process proceeds to step S904.

[0136] In step S904, the CPU 21A doubles the height h of the step ST according to the following formula: That is, when one wheel is going to climb over the step ST, the height h of the step ST is set to double.

[0137] h = h × 2 (11)

[0138] Next, details of the control for preventing misapplication of pressure in step S202 in Fig. 5 will be described with reference to Fig. 14. Note that the following description will be given for the case where the shift is in the D range (forward).

[0139] In step S1100, the CPU 21A determines whether or not the flag XHUMI is 1. That is, it determines whether or not the execution of the pedal misapplication prevention control is permitted. If the flag XHUMI is 1, that is, if the execution of the pedal misapplication prevention control is permitted, the process proceeds to step S1101, and if the flag XHUMI is 0, that is, if the execution of the pedal misapplication prevention control is restricted, the process proceeds to step S1108.

[0140] In step S1101, the CPU 21A determines whether the vehicle speed is equal to or lower than a predetermined speed. The predetermined speed is set to a speed at which it can be determined that the vehicle 100 is traveling at a low speed, and in this embodiment, it is set to 1 kph as an example, but is not limited to this.

[0141] If the vehicle speed is equal to or lower than the predetermined speed, the process proceeds to step S1102, and if the vehicle speed exceeds the predetermined speed, the process proceeds to step S1104.

[0142] In step S1102, the CPU 21A judges whether the height h of the step ST is higher than a first predetermined height. In the present embodiment, the first predetermined height is set to 13.5 cm as an example, but is not limited to this. If the height h of the step ST is higher than the first predetermined height, the process proceeds to step S1103, and if the height h of the step ST is equal to or less than the first predetermined height, the process proceeds to step S1104.

[0143] In step S1103, the CPU 21A executes the overpassing limit control shown in FIG.

[0144] 15, in step S1200, the CPU 21A sets a target vehicle speed. In this embodiment, the target vehicle speed is set to 0 kph as an example, but is not limited to this.

[0145] In step S1201, the CPU 21A calculates a feedback driving torque Tfb (first torque) for performing PI feedback control so that the vehicle speed becomes the target vehicle speed set in step S1200, using the following equation.

[0146] JPEG2024178831000009.jpg1357...(12)

[0147] Here, Kp is the proportional gain, Ki is the integral gain, and Tfb is limited between a predetermined upper limit and a predetermined lower limit.

[0148] In step S1202, the CPU 21A sets a step correction torque TL (second torque) that cancels the load torque according to the height h of the step ST. Here, TL is set to 0 when the target vehicle speed is 0 kph.

[0149] In step S1203, the CPU 21A calculates the torque TO for preventing misapplication of pressure by the following equation.

[0150] TO = Tfb + TL + TU (13)

[0151] Here, TU is a torque (third torque) that is set according to the gradient of the road surface, and the correspondence between the gradient and the torque TU can be obtained using gradient torque map data 23D that is predetermined.

[0152] It should be noted that the overpassing limit control in FIG. 15 is executed when the shift is in the R range (reverse) in the same manner as when the shift is in the D range.

[0153] Returning to Fig. 14, in step S1104, the CPU 21A judges whether or not the height h of the step ST is higher than the second predetermined height. The second predetermined height is set to a height lower than the first predetermined height, and in this embodiment, is set to 6.5 cm as an example, but is not limited to this. If the height h of the step ST is higher than the second predetermined height, the process proceeds to step S1105, and if the height h of the step ST is equal to or lower than the second predetermined height, the process proceeds to step S1108.

[0154] In step S1105, the CPU 21A executes low-speed pass-through control. The low-speed pass-through control is basically the same as the pass-through limit control in Fig. 15, but differs in the processes of steps S1200 and S1202.

[0155] First, the target vehicle speed set in step S1200 is different. In the low-speed pass-through control, the target vehicle speed is set to, for example, 1 kph, but is not limited to this.

[0156] In step S1202, the step correction torque TL is calculated by the following formula.

[0157] TL = R × Fz × tan(θ) (14)

[0158] The low-speed pass-over control when the gear shift is in R range (reverse) is the same as when the gear shift is in D range, except for the processing in step S1200 in which the target vehicle speed is set to -1 kph.

[0159] 14, in step S1106, the CPU 21A sets the step overrunning control flag XEX to 1. When the step overrunning control flag XEX is 1, this indicates that torque correction using the pedal misapplication prevention control torque TO is being executed, i.e., that the step overrunning limit control of step S1103 or the low-speed step overrunning control of step S1105 is being executed. On the other hand, when the torque correction execution flag XEX is 0, this indicates that torque correction using the pedal misapplication prevention control torque TO is not being executed, i.e., that neither the step overrunning limit control of step S1103 nor the low-speed step overrunning control of step S1105 is being executed.

[0160] In step S1107, the CPU 21A executes a process of warning the driver. Specifically, for example, a message such as "Please release the pedal and stop the vehicle" is displayed on the meter, or the message is output as voice from the speaker.

[0161] FIG. 16 shows the relationship between vehicle speed, step height h, and step-crossing control. As shown in FIG. 16, when the vehicle speed is equal to or lower than a first speed (1 kph) and the step height h is higher than a first predetermined height, crossing restriction control is performed. When the vehicle speed is faster than a second speed (9 kph) or the step height h is equal to or lower than a second predetermined height, control is performed to cross the step at the driver's request. When the vehicle speed is equal to or lower than 9 kph and the step height h is higher than the second predetermined height and equal to or lower than the first predetermined height, or when the vehicle speed is faster than 1 kph and equal to or lower than 9 kph and the step height h is higher than the first predetermined height, low-speed crossing control is performed to cross the step at 1 kph.

[0162] In this way, depending on the step height h, either step-over limit control that restricts the vehicle from going over the step or low-speed step-over control that allows the vehicle to go over the step at a speed equal to or lower than a predetermined speed is performed to prevent the vehicle from becoming unstable when step-over limit control is performed.

[0163] Next, a monitoring safety control process executed by the CPU 21A of the control unit 21 will be described with reference to Figures 17 and 18. The monitoring safety control process shown in Figures 17 and 18 is a process that is repeatedly executed at predetermined time intervals, for example, every 10 msec.

[0164] In step S1300, the CPU 21A determines whether the absolute value of the difference between the road surface gradient A and the road surface gradient B acquired by different devices is equal to or smaller than a predetermined value. Here, the gradient A is the road surface gradient acquired, for example, from the gradient sensor 207 of the vehicle control device 10. The gradient B is the gradient acquired, for example, from another device other than the vehicle control device 10, such as a vehicle stability control (VSC) device (not shown) for preventing the vehicle 100 from skidding. The road surface gradient A acquired by the vehicle control device 10 controlling the same vehicle 100 and the road surface gradient B acquired by each of the VSC devices (not shown) usually match, but when an abnormality occurs in the vehicle control device 10, for example, the two may not match.

[0165] Therefore, in step S1300, CPU 21A acquires gradient A from gradient sensor 207 and gradient B from a VSC device (not shown). Then, it is determined whether or not the absolute value of the difference between gradient A and gradient B is equal to or less than a predetermined value. If the absolute value of the difference between gradient A and gradient B is equal to or less than the predetermined value, that is, normal, the process proceeds to step S1301. On the other hand, if the absolute value of the difference between gradient A and gradient B is greater than the predetermined value, that is, an abnormality has occurred, the process proceeds to step S1305.

[0166] In step S1301, the CPU 21A acquires the gradient correction torque Tup corresponding to the gradient A acquired in step S1300. Specifically, the gradient correction torque map data 23E that represents the correspondence between the gradient A and the gradient correction torque Tup is referenced to acquire the gradient correction torque Tup that corresponds to the gradient A. As shown in Fig. 19, the gradient correction torque map data 23E is data that represents a correspondence such that the gradient correction torque Tup increases as the gradient A increases, i.e., the upward gradient becomes steeper, and the gradient correction torque Tup decreases as the gradient A decreases, i.e., the downward gradient becomes steeper.

[0167] In step S1302, CPU 21A determines whether the vehicle speed calculated based on the wheel speed acquired from wheel speed sensor 201 is equal to or lower than a predetermined speed. The predetermined speed is set to a relatively low speed, as in step S800 in Fig. 8, and is set to 9 kph as an example in this embodiment, but is not limited to this. If the vehicle speed is equal to or lower than the predetermined speed, the process proceeds to step S1303, and if the vehicle speed is higher than the predetermined speed, the process proceeds to step S1306.

[0168] In step S1303, the CPU 21A determines whether the pedal misapplication prevention control torque TO calculated in step S1203 of Fig. 15 is a normal value. Here, the normal value of the pedal misapplication prevention control torque TO refers to a case where the pedal misapplication prevention control torque TO is equal to or greater than a lower limit value (Tup-α) when the shift lever is in the D range (forward), and refers to a case where the pedal misapplication prevention control torque TO is equal to or less than an upper limit value (Tup+α) when the shift lever is in the R range (reverse).

[0169] On the other hand, when the shift lever is in the D range, the torque TO for preventing misapplication of pressure is an abnormal value when the torque TO for preventing misapplication of pressure is smaller than the lower limit value (Tup-α), and when the shift lever is in the R range (reverse), the torque TO for preventing misapplication of pressure is larger than the upper limit value (Tup+α).

[0170] In this embodiment, the predetermined value α is set to 0.1 G as an example, but is not limited to this. If the pedal misapplication prevention control torque TO is normal, that is, if the shift lever is in the D range and the pedal misapplication prevention control torque TO is equal to or greater than the lower limit (Tup-α), or if the shift lever is in the R range and the pedal misapplication prevention control torque TO is equal to or less than the upper limit (Tup+α), the process proceeds to step S1304.

[0171] On the other hand, if the pedal misapplication prevention control torque TO is an abnormal value, that is, if the shift lever is in the D range and the pedal misapplication prevention control torque TO is smaller than the lower limit value (Tup-α), or if the shift lever is in the R range and the pedal misapplication prevention control torque TO is greater than the upper limit value (Tup+α), the process proceeds to step S1305.

[0172] In step S1304, the CPU 21A resets to 0 a counter Cf for counting the time during which the state in which the mispedaling prevention control torque TO is an abnormal value continues.

[0173] In step S1305, the CPU 21A increments the counter Cf according to the following formula.

[0174] Cf = Cf + 1 (14)

[0175] In step S1306, the CPU 21A resets the counter Cf to 0, similarly to step S1304.

[0176] In step S1307, the CPU 21A sets the torque TO for pedal misapplication prevention control to the maximum possible value. That is, the torque TO for pedal misapplication prevention control is set to a value that prevents the torque TO for pedal misapplication prevention control from being selected in the torque selection process of Fig. 6. In this way, when the absolute value of the vehicle speed exceeds a predetermined speed, the execution of the pedal misapplication prevention control is restricted.

[0177] In step S1308, the CPU 21A judges whether the counter Cf is equal to or less than a predetermined time. In this embodiment, the predetermined value is set to a value equivalent to 0.5 seconds as an example, but is not limited to this. If the counter Cf is equal to or less than the predetermined value, the process proceeds to step S1310 in FIG. 18, and if the counter Cf is greater than the predetermined value, the process proceeds to step S1309.

[0178] In step S1309, the CPU 21A sets the torque TO for misapplication prevention control to the maximum possible value, similar to step S1307. That is, the torque TO for misapplication prevention control is set to a value that prevents the torque TO for misapplication prevention control from being selected in the torque selection process of Fig. 6. This limits the execution of the misapplication prevention control. Note that the rotating electric machine 150 may further be stopped, or the driver may be warned that an abnormality has occurred.

[0179] 18, in step S1310, CPU 21A determines whether or not the vehicle speed calculated based on the wheel speed acquired from wheel speed sensor 201 is equal to or lower than a predetermined speed, similarly to step S1302. If the vehicle speed is equal to or lower than the predetermined speed, the process proceeds to step S1311, and if the vehicle speed is higher than the predetermined speed, the process proceeds to step S1321.

[0180] In step S1311, the CPU 21A judges whether the step correction torque TL calculated in step S1202 in Fig. 15 is a normal value. Here, the step correction torque TL is a normal value when the step correction torque TL is equal to or less than a predetermined value α when the shift lever is in the D range (forward), and when the shift lever is in the R range (reverse), the step correction torque TL is equal to or more than a predetermined value -α. As described above, the predetermined value α is set to 0.1 G as an example in this embodiment, but is not limited to this.

[0181] On the other hand, when the shift lever is in the D range, the step correction torque TL is an abnormal value when it is greater than a predetermined value α, and when the shift lever is in the R range (reverse), the step correction torque TL is smaller than the predetermined value -α.

[0182] Then, if the gap correction torque TL is normal, that is, if the shift lever is in the D range and the gap correction torque TL is less than the predetermined value α, or if the shift lever is in the R range and the gap correction torque TL is greater than or equal to the predetermined value -α, the process proceeds to step S1312.

[0183] On the other hand, if the gap correction torque TL is an abnormal value, that is, if the shift lever is in the D range and the gap correction torque TL is greater than the predetermined value α, or if the shift lever is in the R range and the gap correction torque TL is smaller than the predetermined value -α, the process proceeds to step S1313.

[0184] In step S1312, the CPU 21A resets to 0 a counter CfupTL for counting the time during which the step correction torque TL continues to be an abnormal value.

[0185] In step S1313, the CPU 21A increments the counter CfupTL according to the following formula.

[0186] CfupTL = CfupTL + 1 (15)

[0187] In step S1314, the CPU 21A judges whether the counter CfupTL is equal to or less than a predetermined value. In this embodiment, the predetermined value is set to 0.5 seconds as an example, but is not limited to this. If the counter CfupTL is equal to or less than the predetermined value, the process proceeds to step S1316, and if the counter CfupTL is greater than the predetermined value, the process proceeds to step S1315.

[0188] In step S1315, the CPU 21A sets the pedal misapplication prevention control torque TO to the maximum possible value, similar to step S1307 in Fig. 7. That is, the pedal misapplication prevention control torque TO is set to a value that prevents the pedal misapplication prevention control torque TO from being selected in the torque selection process in Fig. 6. This limits the execution of the pedal misapplication prevention control. Note that the rotating electric machine 150 may further be stopped, or a warning may be given to the driver that an abnormality has occurred.

[0189] In step S1316, the CPU 21A judges whether the feedback driving torque Tfb calculated in step S1201 in Fig. 15 is a normal value. Here, when the shift lever is in the D range (forward), the feedback driving torque Tfb is equal to or less than a predetermined value α, and when the shift lever is in the R range (reverse), the feedback driving torque Tfb is equal to or greater than a predetermined value -α. As described above, the predetermined value α is set to 0.1 G as an example in this embodiment, but is not limited to this.

[0190] On the other hand, when the shift lever is in the D range, the feedback driving torque Tfb is an abnormal value when it is greater than a predetermined value α, and when the shift lever is in the R range (reverse), the feedback driving torque Tfb is less than the predetermined value -α.

[0191] If the feedback driving torque Tfb is normal, that is, if the shift lever is in the D range and the feedback driving torque Tfb is less than a predetermined value α, or if the shift lever is in the R range and the feedback driving torque Tfb is greater than or equal to the predetermined value -α, the flow proceeds to step S1317.

[0192] On the other hand, if the feedback driving torque Tfb is an abnormal value, that is, if the shift lever is in the D range and the feedback driving torque Tfb is greater than the predetermined value α, or if the shift lever is in the R range and the feedback driving torque Tfb is smaller than the predetermined value -α, the flow proceeds to step S1318.

[0193] In step S1317, the CPU 21A resets to 0 a counter CfupTfb for counting the time during which the feedback driving torque Tfb remains at an abnormal value.

[0194] In step S1318, the CPU 21A increments the counter CfupTfb according to the following formula.

[0195] CfupTfb = CfupTfb + 1 (16)

[0196] In step S1319, CPU 21A judges whether or not counter CfupTfb is equal to or less than a predetermined value. In this embodiment, the predetermined value is set to 0.5 seconds as an example, but is not limited to this. If counter CfupTfb is equal to or less than the predetermined value, this routine ends, and if counter CfupTfb is greater than the predetermined value, the routine proceeds to step S1320.

[0197] In step S1320, the CPU 21A sets the pedal misapplication prevention control torque TO to the maximum possible value, similar to step S1315. That is, the pedal misapplication prevention control torque TO is set to a value that prevents the pedal misapplication prevention control torque TO from being selected in the torque selection process of Fig. 6. This limits the execution of the pedal misapplication prevention control. Note that the rotating electric machine 150 may further be stopped, or a warning may be given to the driver that an abnormality has occurred.

[0198] In step S1321, the CPU 21A resets the counter CfupTL to 0, similarly to step S1312.

[0199] In step S1322, the CPU 21A resets the counter CfupTfb to 0, similarly to step S1317.

[0200] In step S1323, the CPU 21A sets the pedal misapplication prevention control torque TO to the maximum possible value, similar to step S1315. That is, the pedal misapplication prevention control torque TO is set to a value that prevents the pedal misapplication prevention control torque TO from being selected in the torque selection process of Fig. 6. In this way, when the absolute value of the vehicle speed exceeds a predetermined speed, the execution of the pedal misapplication prevention control is restricted.

[0201] In this embodiment, the case has been described where all of the processes in steps S1301 to S1309 in FIG. 17 and steps S1310 to S1323 in FIG. 18 are executed, but it is also possible to execute only the processes in steps S1301 to S1309 in FIG. 17 and omit the processes in steps S1310 to S1323 in FIG. 18.

[0202] In this way, if the state of the pedal misapplication prevention control torque TO continues to be an abnormal value for a predetermined time or more, the pedal misapplication prevention control torque TO is set to a maximum value, and the execution of the pedal misapplication prevention control is restricted. Similarly, if the step correction torque TL and the feedback drive torque Tfb continue to be abnormal values ​​for a predetermined time or more, the pedal misapplication prevention control torque TO is set to a maximum value, and the execution of the pedal misapplication prevention control is restricted. This prevents the pedal misapplication prevention control from being executed when some abnormality occurs, and thus prevents the behavior of the vehicle 100 from becoming unstable.

[0203] Next, a modified example of supervisory safety control will be described.

[0204] Fig. 20 is a flowchart of the monitoring safety control according to the modified example. The monitoring safety control shown in Fig. 20 differs in that step S1307A is executed instead of step S1307 of the monitoring safety control shown in Fig. 17, step S1309A is executed instead of step S1309, and step S1309B is executed when the determination in step S1308 is positive. The other processing is the same as the misstep prevention control in Fig. 17, and therefore description thereof will be omitted.

[0205] In step S1307A, the CPU 21A sets a pedal misapplication prevention control flag XFUSA, which indicates whether or not to restrict the execution of pedal misapplication prevention control, to 1. When the pedal misapplication prevention control flag XFUSA is 1, this indicates that the execution of pedal misapplication prevention control is restricted. On the other hand, when the pedal misapplication prevention control flag XFUSA is 0, this indicates that the execution of pedal misapplication prevention control is permitted. That is, in the pedal misapplication prevention control of FIG. 20, when it is determined in step S1302 that the absolute value of the vehicle speed is greater than a predetermined speed, the execution of pedal misapplication prevention control is restricted.

[0206] Furthermore, if it is determined in step S1308 that the counter Cf has exceeded the predetermined value, i.e., if the state in which the pedal misapplication prevention control torque TO is an abnormal value has continued for more than a predetermined time, the pedal misapplication prevention control flag XFUSA is set to 1 in step S1309A. That is, the execution of pedal misapplication prevention control is restricted. On the other hand, if the counter Cf is equal to or less than the predetermined value in step S1308, i.e., if the pedal misapplication prevention control torque TO is a normal value, the pedal misapplication prevention control flag XFUSA is set to 0 in step S1309B. That is, the pedal misapplication prevention control is permitted.

[0207] Next, the torque selection process corresponding to the misstep prevention control of FIG. 20 will be described with reference to FIG.

[0208] The torque selection process in Fig. 21 is a process in which step S250 is added to the torque selection process in Fig. 6. The other processes are the same as those in Fig. 6, so a description thereof will be omitted.

[0209] In step S250, the CPU 21A determines whether or not the pedal misapplication prevention control flag XFUSA is 0. That is, it determines whether or not pedal misapplication prevention control is permitted. Then, if the pedal misapplication prevention control flag XFUSA is 0, that is, if the pedal misapplication prevention control is permitted, the process proceeds to step S300. On the other hand, if the pedal misapplication prevention control flag XFUSA is 1, that is, if the execution of pedal misapplication prevention control is restricted, this routine ends.

[0210] As described above, in this embodiment, depending on the height of the step, either the step-over limit control that restricts the vehicle from going over the step or the low-speed step-over control that allows the vehicle to go over the step at a speed equal to or lower than a predetermined speed is performed to prevent the vehicle from becoming unstable when the step-over limit control is performed.

[0211] The present disclosure is not limited to the above-described embodiments, and various modifications and applications are possible without departing from the gist of the present disclosure.

[0212] The configuration of the vehicle control device 10 described in the above embodiment (see FIG. 2) is just one example, and it goes without saying that unnecessary parts may be deleted and new parts may be added without departing from the spirit of the present disclosure.

[0213] Furthermore, the processing flow of the vehicle control program 23A described in the above embodiment (see Figures 5, 6, 17, and 18) is also an example, and it goes without saying that unnecessary steps may be deleted, new steps may be added, or the processing order may be rearranged within the scope of the present disclosure.

[0214] The control unit and the method described herein may be implemented by a special-purpose computer having a processor programmed to execute one or more functions embodied in a computer program. Alternatively, the device and the method described herein may be implemented by a special-purpose computer having a processor configured by dedicated hardware logic circuits. Alternatively, the device and the method described herein may be implemented by one or more special-purpose computers configured by a combination of a processor that executes a computer program and one or more hardware logic circuits. The computer program may also be stored in a computer-readable non-transitory tangible recording medium as instructions to be executed by the computer.

[0215] The following notes are disclosed regarding the technology of the present disclosure.

[0216] <Additional Notes> (Appendix 1) a step estimation unit that estimates the height of a step with which a wheel of the vehicle is in contact; a control unit that performs either a step-over limit control that restricts the vehicle from going over the step or a low-speed step-over control that allows the vehicle to go over the step at a speed equal to or lower than a predetermined speed, depending on the height of the step; A vehicle control device comprising: (Appendix 2) The control unit performs the misstep prevention control when a predetermined permission condition is satisfied. 2. A vehicle control device as described in appended claim 1. (Appendix 3) The permission conditions include at least one of the following: a speed of the vehicle is equal to or lower than a predetermined speed; an accelerator opening of the vehicle is greater than a predetermined accelerator opening; a brake oil pressure of the brake of the vehicle is equal to or lower than a predetermined threshold; a parking brake of the vehicle is off; and a shift of the vehicle is other than park and neutral. 3. A vehicle control device as described in appended claim 2. (Appendix 4) The control unit acquires the predetermined accelerator opening degree corresponding to a gradient of a road surface, and determines whether the permission condition is satisfied based on the acquired predetermined accelerator opening degree. 4. A vehicle control device as described in appended claim 3. (Appendix 5) The control unit performs the misstep prevention control only within a predetermined time after the permission condition is satisfied. 5. A vehicle control device according to any one of claims 2 to 4. (Appendix 6) The control unit calculates a torque for misstep control based on a first torque for stopping the vehicle, a second torque corresponding to the step, and a third torque corresponding to a gradient of a road surface, and performs control to apply the calculated torque for misstep control to the wheel as the crossing limit control. 6. A vehicle control device according to any one of claims 1 to 5. (Appendix 7) The control unit calculates a torque for misapplication control based on a first torque for causing the vehicle to travel at a predetermined speed, a second torque corresponding to the step, and a third torque corresponding to a gradient of a road surface, as the low-speed passing control, and performs control to apply the calculated torque for misapplication control to the wheels. 6. A vehicle control device according to any one of claims 1 to 5. (Appendix 8) The control unit applies to the wheels a torque having a smaller torque value between a driver request torque corresponding to an accelerator operation amount by a driver of the vehicle and the pedal misapplication prevention control torque. 8. A vehicle control device according to claim 6 or 7. (Appendix 9) The control unit limits the execution of the pedal misapplication prevention control when the pedal misapplication prevention control torque is an abnormal value. 9. A vehicle control device according to any one of claims 6 to 8. (Appendix 10) The control unit limits execution of the mispedal prevention control when at least one of the first torque and the second torque is an abnormal value. 10. A vehicle control device according to any one of claims 6 to 9. (Appendix 11) The control unit limits the execution of the mispedal prevention control when a predetermined limiting condition is satisfied. 11. A vehicle control device according to any one of claims 1 to 10. (Appendix 12) The limiting condition includes at least one of the following: the vehicle is stopped; the accelerator of the vehicle is off; and the brake oil pressure of the brakes of the vehicle is greater than a predetermined brake oil pressure. 12. The vehicle control device according to claim 11. (Appendix 13) At least one processor Estimate the height of the step that the vehicle's wheels are in contact with, According to the height of the step, a step-over limit control is performed to restrict the vehicle from going over the step, and a low-speed step-over control is performed to go over the step at a speed equal to or lower than a predetermined speed. The vehicle control method includes the steps of: (Appendix 14) At least one processor has Estimate the height of the step that the vehicle's wheels are in contact with, According to the height of the step, a step-over limit control is performed to restrict the vehicle from going over the step, and a low-speed step-over control is performed to go over the step at a speed equal to or lower than a predetermined speed. A vehicle control program that causes a vehicle to execute a process including the above. [Explanation of symbols]

[0217] 10 vehicle control device, 21 control unit, 23A vehicle control program, 40 step estimation unit, 41 control unit

Claims

1. a step estimation unit (40) for estimating the height of a step with which a wheel of a vehicle (100) is in contact; a control unit (41) that performs either a step-over limit control for restricting the vehicle from going over the step or a low-speed step-over control for going over the step at a predetermined speed or less, depending on the height of the step; and A vehicle control device (10) comprising:

2. The control unit performs the misstep prevention control when a predetermined permission condition is satisfied. The vehicle control device according to claim 1.

3. The permission conditions include at least one of the following: a speed of the vehicle is equal to or lower than a predetermined speed; an accelerator opening of the accelerator of the vehicle is greater than a predetermined accelerator opening; a brake oil pressure of the brake of the vehicle is equal to or lower than a predetermined threshold; a parking brake of the vehicle is off; and a shift of the vehicle is other than park and neutral. The vehicle control device according to claim 2.

4. The control unit acquires the predetermined accelerator opening degree corresponding to a gradient of a road surface, and determines whether the permission condition is satisfied based on the acquired predetermined accelerator opening degree. The vehicle control device according to claim 3.

5. The control unit performs the misstep prevention control only within a predetermined time after the permission condition is satisfied. The vehicle control device according to any one of claims 2 to 4.

6. The control unit calculates a torque for misapplication control based on a first torque for stopping the vehicle, a second torque corresponding to the step, and a third torque corresponding to a gradient of a road surface, and performs control to apply the calculated torque for misapplication control to the wheels as the climbing limit control. The vehicle control device according to claim 1.

7. The control unit calculates a torque for misapplication control based on a first torque for driving the vehicle at a predetermined speed, a second torque corresponding to the step, and a third torque corresponding to a gradient of a road surface, and performs control to apply the calculated torque for misapplication control to the wheels, as the low-speed passing control. The vehicle control device according to claim 1.

8. The control unit applies to the wheels a torque having a smaller torque value between a driver request torque corresponding to an accelerator operation amount by a driver of the vehicle and the pedal misapplication prevention control torque. The vehicle control device according to claim 6 or 7.

9. The control unit limits the execution of the pedal misapplication prevention control when the pedal misapplication prevention control torque is an abnormal value. The vehicle control device according to claim 6 or 7.

10. The control unit limits execution of the mispedal prevention control when at least one of the first torque and the second torque is an abnormal value. The vehicle control device according to claim 6 or 7.

11. The control unit limits the execution of the mispedal prevention control when a predetermined limiting condition is satisfied. The vehicle control device according to claim 1.

12. The limiting condition includes at least one of the following: the vehicle is stopped; the accelerator of the vehicle is off; and the brake oil pressure of the brakes of the vehicle is greater than a predetermined brake oil pressure. The vehicle control device according to claim 11.

13. At least one processor Estimate the height of the step that the vehicle's wheels are in contact with, According to the height of the step, a step-over limit control is performed to restrict the vehicle from going over the step, and a low-speed step-over control is performed to go over the step at a speed equal to or lower than a predetermined speed. The vehicle control method includes the steps of:

14. At least one processor, Estimate the height of the step that the vehicle's wheels are in contact with, According to the height of the step, a step-over limit control is performed to restrict the vehicle from going over the step, and a low-speed step-over control is performed to go over the step at a speed equal to or lower than a predetermined speed. A vehicle control program (23A) for executing a process including the steps of:

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