Vehicular control device

Abstract

To provide a vehicular control device that can be improved in accuracy in determining whether a vehicle has passed on a variation generation source.SOLUTION: A vehicular control device, which controls driving force and braking force of a vehicle that passes on a variation generation source S that varies a vehicle speed when wheels of a vehicle ride over or ride down the source, comprises: an impulse calculating part 43 that calculates impulse that is applied to the vehicle when the vehicle passes on the variation generation source and outputs impulse-information corresponding to the calculated impulse; a passage determining part 44 that determines whether the vehicles has passed on the variation generation source, on the basis of the impulse-information outputted by the impulse calculating part; and a braking / driving force calculating part 422 that calculates driving force and braking force when the vehicle passes on the variation generation source, on the basis of the determined result by the passage determining part. The impulse calculating part calculates. as the impulse-information, speed impulse based on the vehicle speed at the time when the vehicle passes on the variation generation source and braking / driving impulse based on the driving force and the braking force at the time when the vehicle passes on the variation generation source. The passage determining part determines whether the vehicle has passed on the variation generation source on the basis of the difference between the speed impulse and the braking / driving impulse which are calculated by the impulse calculating part.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a vehicle control device.

Background Art

[0002] When starting a vehicle while crossing a step, a greater driving force is required compared to starting the vehicle on a flat road surface. However, in order to avoid a sharp increase in vehicle speed after crossing the step due to the large driving force required to cross the step, the driving force after crossing the step needs to be suppressed compared to before crossing the step.

[0003] Conventionally, for such required driving force, when a vehicle starts while crossing a step, a driving force control device for suppressing a sharp increase in vehicle speed during step-crossing start is known (see, for example, Patent Document 1). The control device includes a step-crossing end detection means for determining from vehicle speed information at the time of vehicle start that the wheels have crossed the step, and suppresses the driving force when the step-crossing end detection means determines that the step has been crossed. The step-crossing end detection means obtains vehicle speed information from the moving average of the wheel angular acceleration, and determines that the wheels have crossed the step when the moving average of the wheel angular acceleration becomes equal to or greater than a set value.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] When there is a step on the road surface on which the vehicle travels, when the vehicle's wheel collides with the step, the vehicle speed decreases, and when the vehicle crosses the step, there is a possibility that the vehicle speed will increase compared to just before crossing the step. Therefore, when the driving force for the vehicle to cross the step and the driving force after crossing the step are controlled by the vehicle control device, the method of controlling these driving forces is, like the control device described in Patent Document 1, a method of changing based on the decrease in vehicle speed.

[0006] However, when the driver operates the brake while the vehicle is running, the vehicle speed decreases. Therefore, based only on the vehicle speed information, it is difficult to determine whether the decrease in vehicle speed is due to the wheel colliding with the step or due to the driver's brake operation. For this reason, for example, if it is determined that the crossing of the step is completed based on the vehicle speed information, there is a possibility of misjudging the completion of crossing the step. And if the vehicle control device controls the driving force based on the misjudged result that the step has been crossed, there is a possibility that the driving force cannot be appropriately controlled.

[0007] As described above, when the vehicle travels on a road surface where there is a change source (such as a step) that changes the vehicle speed, in the method of determining the passage of the change source based on the vehicle speed, it is difficult to accurately determine the passage of the change source. That is, when the vehicle control device determines the passage of the change source based on the vehicle speed, there is a possibility that the driving force when passing through the change source cannot be appropriately controlled.

[0008] In view of the above points, an object of the present disclosure is to provide a vehicle control device capable of improving the determination accuracy of the passage of a change source.

Means for Solving the Problem

[0009] According to one aspect of the present disclosure, A vehicle control device that controls the driving force and braking force of a vehicle passing through a change source (S) that changes the vehicle speed when the vehicle's wheel crosses or descends is A force product calculation unit (43) that calculates a force product applied to a vehicle when the vehicle passes through a change generation source and outputs force product information corresponding to the calculated force product, A passage determination unit (44) that determines the passage of the change generation source based on the force product information output by the force product calculation unit, A drive and brake calculation unit (422) that calculates a driving force and a braking force when passing through the change generation source based on the determination result of the passage determination unit, and The force product calculation unit calculates, as the force product information, a speed force product based on the vehicle speed when passing through the change generation source and a drive and brake force product based on the driving force and the braking force when passing through the change generation source, The passage determination unit determines the passage of the change generation source based on the difference between the speed force product and the drive and brake force product calculated by the force product calculation unit.

[0010] As a result of intensive studies by the inventors, it has been found that when the vehicle speed changes when passing through the change generation source, a difference occurs between the speed force product and the drive and brake force product. Therefore, by determining the passage of the change generation source based on the difference between the speed force product and the drive and brake force product, the passage of the change generation source can be determined with higher accuracy than when determining the passage of the change generation source based on the change in the vehicle speed.

[0011] The reference numerals in parentheses attached to each component etc. show an example of the correspondence relationship between the component etc. and the specific components etc. described in the embodiments described later.

Brief Description of Drawings

[0012]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Embodiments for Carrying Out the Invention

[0013] An embodiment of the present disclosure will be described with reference to FIGS. 1 to 11. In the present disclosure, an example in which the vehicle control device 1 is applied to an electric vehicle having an automatic parking system will be described. The automatic parking system is a control system that automatically parks the host vehicle in a parking space. The automatic parking system controls the operation of various controlled devices mounted on the host vehicle by executing an automatic parking process, and drives the host vehicle to park it in the parking space. The vehicle control device 1 of the present disclosure is integrally configured with the automatic parking system and can execute the automatic parking process executed by the automatic parking system.

[0014] As shown in FIG. 1, the vehicle control device 1 includes a peripheral monitoring unit 10, an operation unit 20, a sensor unit 30, an automatic parking control device 40, a drive system 50, and a braking system 60. These peripheral monitoring unit 10, operation unit 20, sensor unit 30, automatic parking control device 40, drive system 50, and braking system 60 are used for the vehicle control device 1 to execute an automatic parking process.

[0015] The surrounding monitoring unit 10 is an autonomous sensor that monitors the surrounding environment of the host vehicle and detects moving dynamic object targets such as pedestrians and other vehicles, and stationary static object targets such as road structures. The surrounding monitoring unit 10 includes, for example, a camera that captures a surrounding image of the host vehicle, a sonar that outputs ultrasonic waves as detection waves and acquires the reflected waves thereof to detect an object existing in the vicinity of the host vehicle, and the like. Further, the surrounding monitoring unit 10 may include a millimeter-wave radar that outputs millimeter waves as detection waves, or a LIDAR (Light Detection and Ranging) that outputs laser light as detection waves. The surrounding monitoring unit 10 is electrically connected to the automatic parking control device 40, and outputs, as sensing information, a signal including the detected information to the automatic parking control device 40 at every predetermined sampling period.

[0016] The operation unit 20 is a user interface that enables various instructions to be given to the vehicle control device 1 by an operator such as a driver. The operation unit 20 includes, for example, an automatic parking start switch for the operator to input an automatic parking start signal, and the like. The automatic parking start switch is disposed, for example, near the center of the instrument panel. Note that the automatic parking start switch may be configured to be displayed on a touch panel type display. The operation unit 20 is electrically connected to the automatic parking control device 40, and transmits various signals input via the operation unit 20 to the automatic parking control device 40.

[0017] The sensor unit 30 is a sensor that detects various information related to the running of the host vehicle. As shown in FIG. 1, for example, the sensor unit 30 includes a speed sensor 31 that detects the vehicle speed of the host vehicle, an acceleration sensor 32 that detects the acceleration of the host vehicle, a steering angle sensor 33 that detects the steering angle of the steering wheel, and the like. Further, the sensor unit 30 includes a torque sensor 34 that detects the output torque of a drive system 50 that outputs a driving force for the host vehicle, which is an electric vehicle, to run, a brake sensor 35 that detects the braking force for braking the host vehicle, and the like. Although not shown, the sensor unit 30 may include a yaw rate sensor or the like. The sensor unit 30 is electrically connected to the automatic parking control device 40 and transmits various information detected by the sensor unit 30 to the automatic parking control device 40.

[0018] The speed sensor 31 is a sensor that detects the speed of the host vehicle. The speed sensor 31 in the present embodiment is composed of a wheel speed sensor that detects the rotation of the wheels of the host vehicle. The speed sensor 31 is provided in the vicinity of each of the four wheels of the host vehicle and outputs a detection signal corresponding to the rotation angle of each of the four wheels as a wheel speed pulse. The speed sensor 31 outputs a pulse signal a preset number of times (for example, 96 times) according to the rotation angle of the wheel every time the wheel makes one rotation. In the present embodiment, the speed sensor 31 functions as a speed detection unit that outputs information corresponding to the detected vehicle speed.

[0019] The acceleration sensor 32 is a sensor that detects the acceleration of the host vehicle based on the inertial force accompanying the acceleration of the host vehicle. The acceleration sensor 32 is fixed to the host vehicle, for example, and detects the acceleration along each of the three axes defined for the host vehicle, specifically, the acceleration in the longitudinal direction, the lateral direction, and the vertical direction of the host vehicle.

[0020] The steering angle sensor 33 is a sensor that detects the direction and operation amount of the steering wheel. When the driver performs a steering operation, the steering angle sensor 33 outputs a detection signal corresponding to the steering operation, and when the automatic parking system executes an automatic parking process, the steering angle sensor 33 outputs a detection signal corresponding to the steering angle of the steering wheel set by the automatic parking process.

[0021] The torque sensor 34 is a detection sensor for the driving force of the host vehicle by detecting the output torque of a traveling motor (not shown) included in the drive system 50. When the driver performs an operation of depressing the accelerator pedal, the torque sensor 34 outputs a detection signal corresponding to the output torque of the traveling motor that operates according to the amount of depression of the accelerator pedal. Further, when the automatic parking system executes the automatic parking process, the torque sensor 34 outputs a detection signal corresponding to the output torque of the traveling motor of the drive system 50 controlled by the automatic parking process.

[0022] The brake sensor 35 is a sensor that detects the braking force generated in the braking system 60 when decelerating or stopping the host vehicle. When the driver performs an operation of depressing the brake pedal, the brake sensor 35 outputs a detection signal corresponding to the braking force generated in the braking system 60 according to the amount of depression of the brake pedal. Further, when the automatic parking system executes the automatic parking process, the brake sensor 35 outputs a detection signal corresponding to the braking force generated in the braking system 60 controlled by the automatic parking process.

[0023] The drive system 50 includes a drive ECU 51 described later. The drive system 50 includes, for example, a traveling motor (not shown) that functions as a power source of the host vehicle and an inverter that supplies power to the traveling motor. The drive system 50 controls the output driving force by adjusting the rotational force of the traveling motor that transmits the power supplied to the inverter to the wheels.

[0024] The braking system 60 includes a brake ECU 61 described later. The braking system 60 includes, for example, a brake rotor, brake pads, wheel cylinders, etc. (not shown). The braking system 60 controls the output braking force by adjusting the brake hydraulic pressure supplied to the wheel cylinder and controlling the frictional force generated by pressing the brake pads against the brake rotor. The braking system 60 controls the braking force generated in each of the four wheels.

[0025] The automatic parking control device 40 is a control device that executes automatic parking processing and controls the operation of various controlled devices when an automatic parking start signal is input. The automatic parking control device 40 is composed of a microcomputer including a CPU, a ROM, a RAM, etc. and its peripheral circuits. Then, the automatic parking control device 40 performs various calculations and processes based on the control program stored in the ROM, and controls the operation of various controlled devices connected to its output side. Note that the ROM and RAM of the automatic parking control device 40 are composed of non-transitory physical storage media.

[0026] The automatic parking control device 40 has a parking position calculation unit 41, a vehicle speed control unit 42, a force integration calculation unit 43, and a step determination unit 44. When an automatic parking start signal is input, the automatic parking control device 40 functions as the parking position calculation unit 41, the vehicle speed control unit 42, the force integration calculation unit 43, and the step determination unit 44 by executing the control program stored in the ROM. Alternatively, the automatic parking control device 40 may include a plurality of circuit modules corresponding to the parking position calculation unit 41, the vehicle speed control unit 42, the force integration calculation unit 43, and the step determination unit 44.

[0027] The parking position calculation unit 41 recognizes the surrounding environment of the host vehicle based on the sensing information input from the surrounding monitoring unit 10, obtains a target parking position as the target position for parking the host vehicle, and obtains a target travel route to the target parking position. The parking position calculation unit 41 obtains the target parking position and the target travel route based on, for example, the imaging data captured by the camera of the surrounding monitoring unit 10 and the detection signals including information on the objects detected by the sonar, millimeter wave radar, and LIDAR respectively.

[0028] The vehicle speed control unit 42 obtains the set value of each controlled device that is operated to park the host vehicle at the target parking position. The vehicle speed control unit 42 has a vehicle speed calculation unit 421 that calculates and obtains the set value of the vehicle speed when the host vehicle travels from the current position to the target parking position, and a control drive calculation unit 422 that calculates and obtains the driving force and braking force when the host vehicle travels from the current position to the target parking position.

[0029] The vehicle speed calculation unit 421 obtains a target speed, which is the target vehicle speed on the target travel route when moving the host vehicle along the target travel route obtained by the stop position calculation unit 41 from the current position to the target stop position. The vehicle speed calculation unit 421 transmits the information on the obtained target speed to the control drive calculation unit 422.

[0030] The control drive calculation unit 422 obtains the driving force and braking force required to drive the host vehicle at the target speed obtained by the vehicle speed calculation unit 421, and obtains the set value of each control target device required to obtain the obtained driving force and braking force.

[0031] For example, the control drive calculation unit 422 obtains the driving force of the driving motor required to drive the host vehicle at the target speed from the current position to the target stop position along the target travel route as the target rotation speed of the driving motor. Further, for example, the control drive calculation unit 422 obtains the target hydraulic pressure of the brake fluid supplied to each wheel cylinder provided on each wheel as the braking force when driving the host vehicle at the target speed from the current position to the target stop position along the target travel route.

[0032] The control drive calculation unit 422 transmits the information on the obtained driving force to the drive ECU 51 of the drive system 50, and transmits the information on the obtained braking force to the brake ECU 61 of the brake system 60.

[0033] The drive ECU 51 controls the power supplied to the inverter so that the rotation speed of the driving motor becomes the target rotation speed set by the control drive calculation unit 422. The drive ECU 51 controls the driving force output by the drive system 50 by controlling the power supplied to the inverter so that the rotation speed of the driving motor approaches the target rotation speed.

[0034] The brake ECU 61 controls the operation of an actuator (not shown) that adjusts the brake fluid pressure so that the brake fluid pressure in the wheel cylinder becomes the target hydraulic pressure set by the control drive calculation unit 422. The brake ECU 61 controls the actuator so that the brake fluid pressure approaches the target hydraulic pressure, thereby controlling the braking force output by the brake system 60.

[0035] Although not shown, the vehicle control device 1 of the present embodiment includes a steering system. When an automatic parking start signal is input to the automatic parking control device 40, the target steering angle of the steering wheel is obtained when the host vehicle travels from the current position to the target parking position along the target travel route. Then, the operation of the steering motor that rotates the steering wheel so that the steering angle of the steering wheel becomes the target steering angle is controlled by the steering system.

[0036] When an automatic parking start signal is input to the automatic parking control device 40, the automatic parking control device 40 transmits various types of information necessary to park the host vehicle at the target parking position to each of the drive system 50, the brake system 60, and the steering system. When the drive system 50 receives various types of information from the automatic parking control device 40, the drive ECU 51 controls the operation of the drive motor so that the output driving force approaches the target driving force obtained by the drive control calculation unit 422. Further, when the brake system 60 receives various types of information from the automatic parking control device 40, the brake ECU 61 controls the actuator so that the output braking force approaches the target braking force obtained by the drive control calculation unit 422.

[0037] By the way, as shown in FIG. 2, there may be a step S on the travel road on which the vehicle V travels. The step S has a predetermined height and hinders the travel of the vehicle V. When the wheels of the traveling vehicle V collide with the step S, the speed of the vehicle V decreases. Further, the step S hinders the start of the vehicle V when starting from a state where the wheels of the stopped vehicle V are in contact with the step S, and thus reduces the acceleration and speed of the vehicle V as compared with the case where the step S does not exist.

[0038] Furthermore, when the vehicle V is traveling on a flat road surface at a constant speed or starting to move from a stopped state and descends from the step S, the step S increases the speed of the vehicle V. The reason why the speed of the vehicle V increases when it descends from the step S is that when the vehicle V descends from the step S, it receives a load due to gravity in the vertical direction, that is, downward in the direction of gravity, and the potential energy is converted into kinetic energy. Thus, the step S is a source of change that changes the speed of the vehicle V when the wheels of the vehicle V cross over the step S or descend from the step S.

[0039] When the traveling vehicle V crosses over the step S and travels or starts the stopped vehicle V while crossing over the step S, a greater driving force is required compared to the case of traveling on a flat road surface where there is no step S or starting on a flat road surface where there is no step S. Therefore, when obtaining the driving force required to drive the host vehicle at the target speed, the drive and brake calculation unit 422 increases the set value of the driving force for the wheels to cross over the step S compared to the case where there is no step S. Also, when obtaining the braking force required to drive the host vehicle at the target speed, the drive and brake calculation unit 422 decreases the set value of the braking force when the vehicle V crosses over the step S compared to the case where there is no step S.

[0040] However, if the driving force is increased and the braking force is decreased to cross over the step S, there is a risk that the vehicle V will accelerate rapidly immediately after the wheels climb onto the step S. That is, there is a risk that the vehicle V will accelerate rapidly due to the increased driving force to cross over the step S. Therefore, in order to avoid a rapid increase in the vehicle speed, it is required that the driving force immediately after the wheels climb onto the step S be decreased compared to the set value set to cross over the step S. Furthermore, it is required that the braking force immediately after the wheels climb onto the step S be increased compared to the set value set to cross over the step S.

[0041] Therefore, the control drive calculation unit 422 is required to reduce the set value of the driving force immediately after the wheel rides over the step S compared to before the wheel rides over the step S, and increase the set value of the braking force immediately after the wheel rides over the step S compared to before the wheel rides over the step S.

[0042] Also, when the vehicle V descends from the step S, since the potential energy is converted into kinetic energy by gravity and the vehicle speed increases, there is a risk that the vehicle speed will increase rapidly after the wheel descends from the step S and passes through the step S. Therefore, in order to avoid a rapid increase in the vehicle speed, it is required to reduce the driving force immediately after the wheel descends from the step S compared to the set value set before descending from the step S. Or, it is required to increase the braking force immediately after the wheel descends from the step S compared to the set value set before descending from the step S.

[0043] Therefore, the control drive calculation unit 422 is required to reduce the set value of the driving force immediately after the wheel descends from the step S compared to before the wheel descends from the step S, or increase the set value of the braking force immediately after the wheel descends from the step S compared to before the wheel descends from the step S.

[0044] In this way, when there is a risk that the speed of the vehicle V will change steeply by passing through a change generation source that changes the speed of the vehicle V, the control drive calculation unit 422 needs to appropriately adjust the driving force and braking force after passing through the step S compared to before passing through the change generation source. And, in order to appropriately adjust the driving force and braking force after passing through the step S, the vehicle control device 1 needs to accurately determine that the vehicle V has passed through the change generation source.

[0045] Therefore, when passing through the step S, which is a change generation source that changes the speed of the vehicle V, the vehicle control device 1 of the present embodiment accurately determines the passage of the step S and controls the driving force and braking force of the vehicle V. As shown in FIG. 1, the vehicle control device 1 of the present embodiment has a step determination unit 44 that determines the passage of the step S and a force product calculation unit 43 that obtains information required for the step determination unit 44 to determine the passage of the step S.

[0046] When the wheel of the vehicle V in motion collides with the step S, the step determination unit 44 detects that the wheel has collided with the step S, and when the wheel of the stationary vehicle V starts moving from the state of being in contact with the step S, it detects that the wheel is in a state of being in contact with the step S. Further, when the wheel of the vehicle V in motion rides over the step S after colliding with the step S and when the wheel of the vehicle V that has stopped with the wheel in contact with the step S rides over the step S after starting, the step determination unit 44 detects that the wheel has ridden over the step S. Furthermore, when the wheel of the vehicle V in motion descends from the step S, the step determination unit 44 detects that the wheel has descended from the step S. The step determination unit 44 determines the passage of the step S based on the information acquired from the force product calculation unit 43. The step determination unit 44 of the present embodiment functions as a passage determination unit that determines the passage of the step S, which is the change generation source. The details of the determination method will be described later.

[0047] The force product calculation unit 43 calculates the force product applied to the vehicle V due to the passage of the step S as the information necessary for the step determination unit 44 to perform these detections. The force product calculation unit 43 calculates the force product applied to the vehicle V due to the passage of the step S based on various information transmitted from the sensor unit 30, and transmits force product information corresponding to the calculated force product to the step determination unit 44. The details of the method for calculating the force product will be described later.

[0048] Next, an example of the operation process in which the automatic parking control device 40 of the vehicle control device 1 of the present embodiment executes the automatic parking process will be described with reference to the flowcharts shown in FIG. 3 and FIG. 4 described later. The control processes shown in FIG. 3 and FIG. 4 are periodically executed, for example, when an automatic parking start switch is operated by an operator and an automatic parking start signal is input to the vehicle control device 1, and end when the vehicle V is parked and the automatic parking process is completed. Further, the control processes shown in FIG. 3 and FIG. 4 include control processes executed when the vehicle V passes over the step S.

[0049] Specifically, the control process shown in FIG. 3 includes a control process that is executed after the vehicle V has climbed onto the step S from the state before climbing onto the step S. Further, the control process shown in FIG. 4 includes a control process that is executed after the vehicle V has descended from the state of having climbed onto the step S. The control processes shown in FIGS. 3 and 4 may be executed in parallel, or the control process shown in FIG. 4 may be executed after the control process shown in FIG. 3 has been executed. In the present embodiment, an example in which the control processes shown in FIGS. 3 and 4 are executed in parallel will be described.

[0050] First, a control process including a control process that is executed after the vehicle V has climbed onto the step S from the state before climbing onto the step S will be described with reference to FIGS. 3 and 5.

[0051] When an automatic parking start signal is input, first, in step S10, the automatic parking control device 40 starts the automatic parking operation. Specifically, as shown in FIG. 5, first, in step S100, the automatic parking control device 40 acquires sensing information from the surrounding monitoring unit 10. For example, the automatic parking control device 40 acquires imaging data from a camera as sensing information, and also acquires information on objects existing in the detection ranges of the sonar, millimeter-wave radar, and LIDAR from these sonar, millimeter-wave radar, and LIDAR.

[0052] Subsequently, in step S110, the automatic parking control device 40 recognizes the surrounding environment of the host vehicle based on various information acquired by the parking position calculation unit 41 from the surrounding monitoring unit 10, and obtains a target parking position and a target travel route.

[0053] Subsequently, in step S120, the vehicle speed control unit 42 obtains the set values of each control target device to be operated to stop the host vehicle at the target stop position. Specifically, the vehicle speed calculation unit 421 obtains the target speed for moving the vehicle V from the current position to the target stop position along the target travel route obtained by the stop position calculation unit 41. Then, the drive and brake control calculation unit 422 obtains the driving force required to drive the host vehicle at the target speed obtained by the vehicle speed calculation unit 421 along the target travel route obtained by the stop position calculation unit 41. Further, the drive and brake control calculation unit 422 obtains the braking force required to drive the host vehicle at the target speed obtained by the vehicle speed calculation unit 421 along the target travel route obtained by the stop position calculation unit 41. Furthermore, the drive and brake control calculation unit 422 obtains the target steering angle of the steering wheel required to drive the host vehicle along the target travel route.

[0054] Subsequently, in step S130, the automatic parking control device 40 transmits the information of the various set values obtained by the drive and brake control calculation unit 422 to the drive system 50, the brake system 60, and the steering system. Specifically, the drive and brake control calculation unit 422 transmits the information of the driving force to the drive ECU 51 of the drive system 50, transmits the information of the obtained braking force to the brake ECU 61 of the brake system 60, and transmits the information of the obtained steering angle to the steering system.

[0055] As a result, the traveling motor that outputs the driving force, the actuator that adjusts the brake hydraulic pressure that outputs the braking force, and the steering motor that controls the steering angle each start operating, and automatic parking is performed.

[0056] Subsequently, in step S140, the automatic parking control device 40 determines whether the current position of the vehicle V is the target parking position. When the automatic parking control device 40 determines that the current position of the vehicle V is the target parking position, it determines that the vehicle has traveled to the target parking position and ends the automatic parking process. In step S140, the automatic parking control device 40 repeatedly executes the processes of steps S100 to S140 until it determines that the current position of the vehicle V is the target parking position. That is, the automatic parking operation continues until it is determined in step S140 that the host vehicle has traveled to the target parking position.

[0057] Incidentally, when there is a step S as shown in FIG. 2 on the road surface on which the vehicle V travels, the wheels of the vehicle V may come into contact with or collide with the step S. For example, when there is a step S on the road surface on which the vehicle V travels, the wheels of the vehicle V may collide with the step S. Further, when the vehicle V stops with the wheels in contact with the step S, the wheels are in contact with the step S from before starting, that is, the wheels of the stopped vehicle V are in contact with the step S.

[0058] As described above, when the vehicle V traveling on the road surface collides with the step S and crosses the step S, the driving force for crossing the step S may require a greater driving force compared to before colliding with the step S. Further, when starting the vehicle V by crossing the step S with the wheels of the stopped vehicle V in contact with the step S, the driving force for crossing the step S requires a greater driving force compared to the case where there is no step S. Then, as described above, in order to avoid a rapid increase in the vehicle speed after crossing the step S, the driving force after crossing the step S needs to be reduced from the driving force set large for crossing the step S.

[0059] Therefore, during the automatic parking operation, the automatic parking control device 40 of this embodiment executes the processes after step S12 in the control process shown in FIG. 3, and determines whether the wheels are in contact with or colliding with the step S before the vehicle V climbs onto the step S. When the wheels are in contact with or colliding with the step S, the automatic parking control device 40 sets the set value of the driving force to a magnitude that can overcome the step S, and reduces the driving force after overcoming the step S. The control process after step S12 will be described below.

[0060] During the automatic parking operation, at step S12, the automatic parking control device 40 calculates the force product applied to the vehicle V by the force product calculation unit 43. Then, at steps S16 and S32, the automatic parking control device 40 determines whether the wheels of the vehicle V are in contact with or colliding with the step S based on the force product calculated by the force product calculation unit 43, by the step determination unit 44.

[0061] When there is a step S on the road surface, the force product calculation unit 43 calculates the force product applied to the vehicle V when the vehicle V passes through the step S based on various information obtained from the sensor unit 30. Here, the force product applied to the vehicle V will be described with reference to FIGS. 6 and 7.

[0062] The force product applied to the vehicle V can be obtained based on the speed at which the vehicle V travels, that is, the vehicle speed. Hereinafter, the force product obtained based on the vehicle speed is referred to as the speed force product. The speed force product applied to the vehicle V when the vehicle V travels on the road surface for a predetermined time can be obtained by integrating the value obtained by multiplying the weight of the vehicle V and the acceleration of the vehicle V. For example, when the weight of the vehicle V is the vehicle weight M and the acceleration of the vehicle V is the vehicle acceleration a, the speed force product can be obtained by the following formula 1. The force product calculation unit 43 calculates the speed force product using the following formula 1 as the force product information.

[0063] (Equation 1) Speed force product = ∫(vehicle weight M × vehicle acceleration a) Then, as shown in FIG. 6, when the vehicle speed continues to decrease for a certain period of time and then continues to increase for a certain period of time, the speed-power product becomes less than 0 while the vehicle speed is decreasing, and becomes greater than 0 while the vehicle speed is increasing. Note that in a state where the vehicle speed is constant and there is no acceleration or deceleration, and in a state where the vehicle V is stopped, the vehicle acceleration a becomes 0. In this case, the speed-power product is 0.

[0064] The power product calculation unit 43 acquires information on the vehicle acceleration a for obtaining the speed-power product from the sensor unit 30. The vehicle acceleration a for obtaining the speed-power product may use the acceleration information detected by the acceleration sensor 32 of the sensor unit 30, or may use the differential value obtained by differentiating the speed detected by the speed sensor 31. In the present embodiment, the power product calculation unit 43 uses the differential value of the speed detected by the speed sensor 31 as the vehicle acceleration a. The vehicle weight M may use a preset design value.

[0065] As shown in FIG. 6, the magnitude of the speed-power product decreases as the vehicle speed decreases. Therefore, when the wheels of the vehicle V traveling on the road surface collide with the step S and the vehicle speed decreases, the speed-power product becomes smaller than before colliding with the step S.

[0066] When the vehicle V collides with the step S, the set value of the driving force set by the control driving calculation unit 422 to cross the step S may be required to be increased compared to the set value set in step S120 of the previous control cycle. Further, in order to avoid a sudden increase in the vehicle speed immediately after the wheels climb over the step S due to the increased driving force, the set value of the driving force set by the control driving calculation unit 422 may be required to be decreased by the set value increased to cross the step S.

[0067] As described above, when the traveling vehicle V collides with a step S, it may be necessary for the drive control calculation unit 422 to change the set value of the driving force. Therefore, it is required to accurately detect that the wheel has collided with the step S. Further, in order for the drive control calculation unit 422 to reduce the set value of the driving force immediately after the wheel has climbed onto the step S, it is required to accurately detect that the wheel has climbed onto the step S after the wheel has collided with the step S.

[0068] Here, the inventors considered accurately detecting the collision with the step S by detecting that the vehicle speed decreases when the wheel collides with the step S and detecting the change in the speed force product that decreases as the vehicle speed decreases.

[0069] However, the vehicle speed of the vehicle V also decreases when the driver performs a braking operation while the vehicle V is traveling. When the vehicle speed decreases due to the driver performing a braking operation, the speed force product decreases as the vehicle speed decreases. For this reason, it is difficult to determine whether the decrease in the speed force product is caused by the wheel colliding with the step S or by the driver's braking operation only by detecting the decrease in the speed force product. And if it is determined that the wheel has collided with the step S by detecting the decrease in the speed force product caused by the driver's braking operation, the collision with the step S will be misjudged.

[0070] Further, when the vehicle V is stopped with the wheel in a state of having collided with the step S, the wheel of the vehicle V has collided with the step S since before starting, and the wheel of the stopped vehicle V is in contact with the step S. When starting the vehicle V from a state where the wheel has collided with the step S since before starting and the wheel is in contact with the step S, the travel of the vehicle V is hindered by the step S. For this reason, when starting the vehicle V to cross the step S, the set value of the driving force set by the drive control calculation unit 422 to cross the step S may need to be increased from the set value set in step S120 of the previous control cycle.

[0071] Thus, when starting the vehicle V from a state where the wheel is in contact with the step S, it may be necessary for the control drive calculation unit 422 to change the set value of the driving force. Therefore, it is required to accurately detect that the wheel is in contact with the step S before starting.

[0072] By the way, when starting the vehicle V from a state where the wheel is in contact with the step S, the vehicle speed is 0 until the vehicle V starts to run, that is, until the wheel begins to climb onto the step S. For this reason, the speed-force product does not change from 0 until the wheel begins to climb onto the step S. Then, when the vehicle V starts to run and the wheel begins to climb onto the step S, the speed-force product increases from 0.

[0073] However, when starting the vehicle V from a state where the wheel of the vehicle V has not collided with the step S before starting and the wheel is not in contact with the step S, the vehicle speed is 0 until the vehicle V starts to run. For this reason, even when starting the vehicle V from a state where the wheel is not in contact with the step S, the speed-force product does not change from 0 until the wheel begins to climb onto the step S. Then, when the vehicle V starts to run, the speed-force product increases from 0.

[0074] Thus, regardless of whether the wheel is in contact with the step S, the magnitude of the speed-force product is 0 until the vehicle V starts to run, and it increases from 0 when the vehicle V starts to run.

[0075] Therefore, with the method of detecting the change in the speed-force product, it is impossible to accurately detect that the wheel is in contact with the step S before starting. Also, even if an increase in the speed-force product is detected, it is impossible to determine whether the vehicle V started from a state where the wheel was in contact with the step S or from a state where the wheel was not in contact with the step S.

[0076] Here, the inventors have keenly studied and noted that the driving force and the braking force are different when the speed - force product decreases due to the collision of the wheel with the step S and when the speed - force product decreases due to the braking operation by the driver. Then, based on the difference between the driving force and the braking force, they considered accurately detecting that the wheel of the vehicle V is in contact with or has collided with the step S. The difference in the driving force and the braking force between the case where the speed - force product decreases due to the collision of the wheel with the step S and the case where the speed - force product decreases due to the braking operation by the driver will be described with reference to FIG. 7.

[0077] During the execution of the automatic parking process that repeatedly executes the processes of step S100 to step S140, the vehicle speed control unit 42 adjusts the driving force and the braking force in order to make the host vehicle travel at the target speed. When the vehicle V is traveling at a constant vehicle speed or accelerating during the execution of the automatic parking process, the drive - brake operation unit 422 sets the set value of the driving force to be equal to or greater than the set value of the braking force. On the contrary, when the vehicle V is stopped or decelerated during the execution of the automatic parking process, the drive - brake operation unit 422 makes the set value of the braking force larger than the set value of the driving force.

[0078] Also, when the vehicle is traveling at the target speed during the execution of the automatic parking process and the wheel collides with the step S and the vehicle speed decreases, the vehicle speed deviates from the target speed. Then, the automatic parking control device 40 repeatedly executes the processes of step S100 to step S140, so that the drive - brake operation unit 422 increases the set value of the driving force and decreases the set value of the braking force so that the vehicle speed approaches the target speed.

[0079] Therefore, when the speed-power product decreases due to the wheels colliding with the step S during the execution of the automatic parking process, as the speed-power product gradually decreases, the drive and braking operation calculation unit 422 gradually increases the set value of the driving force and gradually increases the set value of the braking force. Therefore, as shown in FIG. 7, when the speed-power product decreases due to the wheels colliding with the step S, the total value obtained by adding the driving force output by the drive system 50 and the braking force output by the braking system 60 increases as the speed-power product decreases. This is because when attempting to accelerate the vehicle V, the drive and braking operation calculation unit 422 sets the set value of the driving force to be greater than the set value of the braking force.

[0080] On the other hand, although not shown, when the speed-power product decreases due to a braking operation by the driver, the total value obtained by adding the driving force output by the drive system 50 and the braking force output by the braking system 60 decreases as the speed-power product decreases. This is because when decelerating or stopping the vehicle V, the drive and braking operation calculation unit 422 sets the set value of the braking force to be greater than the set value of the driving force.

[0081] Thus, the driving force and the braking force are different between the case where the speed-power product decreases due to the wheels colliding with the step S and the case where the speed-power product decreases due to a braking operation by the driver. Here, the inventors focused on the fact that the force product applied to the vehicle V can be obtained based on the vehicle speed in addition to being obtained based on the driving force and the braking force.

[0082] Then, the inventors found that when the vehicle speed changes by overcoming the step S, a difference occurs between the speed-power product that can be obtained based on the vehicle speed and the force product that can be obtained based on the driving force and the braking force. The inventors also found that a difference occurs between the speed-power product that can be obtained based on the vehicle speed and the force product that can be obtained based on the driving force and the braking force even when starting the vehicle V from a state where the wheels are in contact with the step S. Hereinafter, the force product obtained based on the driving force and the braking force is referred to as the drive-brake force product.

[0083] Therefore, the inventors considered using the control driving force product as a method for detecting a collision with the step S of the wheel and the state in which the wheel before starting is in contact with the step S. The control driving force product is the force product applied to the vehicle V, and can also be obtained based on the driving force output by the drive system 50 and the braking force output by the braking system 60 for the vehicle V to travel.

[0084] The vehicle control device 1 according to the present embodiment obtains the control driving force product in addition to the speed force product by the force product calculation unit 43. The control driving force product applied to the vehicle V when the vehicle V travels on the road surface for a predetermined time can be obtained by integrating the value obtained by adding the driving force output by the drive system 50 and the braking force output by the braking system 60. For example, when the driving force output by the drive system 50 is driving F1 and the braking force output by the braking system 60 is braking F2, the control driving force product can be obtained by the following formula 2. The force product calculation unit 43 calculates the control driving force product using the following formula 2 as the force product information.

[0085] (Equation 2) Control driving force product = ∫(driving F1 + braking F2) When the sum of driving F1 and braking F2 becomes smaller than 0 because driving F1 becomes smaller than braking F2, the control driving force product becomes smaller than 0. That is, when adjusting driving F1 and braking F2 to decelerate or stop the vehicle V, the control driving force product becomes smaller than 0.

[0086] On the other hand, when the sum of driving F1 and braking F2 becomes larger than 0 because driving F1 becomes larger than braking F2, the control driving force product becomes larger than 0. That is, when adjusting driving F1 and braking F2 to accelerate the vehicle V, the control driving force product becomes larger than 0.

[0087] Also, for example, when the magnitudes of driving F1 and braking F2 are equal to each other, and the vehicle V is traveling at a constant speed without accelerating or decelerating and when the vehicle V is stopped, the control driving force product becomes 0.

[0088] The driving force F1 may be calculated based on the set value set by the control drive calculation unit 422, that is, the target rotational speed of the traveling motor, or may be calculated based on the measured value of the output torque of the traveling motor detected by the torque sensor 34. Further, the braking force F2 may be calculated based on the set value set by the control drive calculation unit 422, that is, the target hydraulic pressure of the brake fluid supplied to the wheel cylinder, or may be calculated based on the measured value of the braking force generated in the braking system 60 detected by the brake sensor 35.

[0089] When calculating the control driving force product, by using the measured values detected by the torque sensor 34 and the brake sensor 35 as compared with using the set values of the driving force and the braking force respectively set by the control drive calculation unit 422, the error of the calculated control driving force product can be suppressed.

[0090] Thus, similar to the speed force product, when accelerating the vehicle V, the magnitude of the control driving force product increases, and when decelerating the vehicle V, the magnitude thereof decreases. And when the vehicle V does not receive an external force, the speed force product and the control driving force product are substantially equal in magnitude. That is, when the vehicle V is not affected by disturbances, the speed force product and the control driving force product are substantially equal in magnitude. This is because when not affected by disturbances, the change in vehicle speed is determined by the change in driving force and the change in braking force.

[0091] However, as described above, when the wheels of the vehicle V traveling on the road surface collide with the step S and the vehicle speed decreases, the speed force product decreases as the vehicle speed decreases. In contrast, the control driving force product is not affected by the change in vehicle speed if the driving force and the braking force do not decrease when the wheels collide with the step S and the vehicle speed decreases. Also, as shown in FIG. 7, even when the wheels collide with the step S and the vehicle speed and the speed force product decrease, if the control driving force product changes such that the value obtained by adding the driving force and the braking force increases, its magnitude increases.

[0092] Therefore, when the vehicle V receives a force from a step S outside the vehicle V during running, the speed force product and the control driving force product will have different magnitudes. That is, when the vehicle V is affected by an external disturbance, the magnitude of the speed force product will deviate from the magnitude of the control driving force product. In other words, the force product received from the external disturbance causes the magnitude of the speed force product and the magnitude of the control driving force product to deviate from each other.

[0093] Also, as described above, the speed force product is 0 when the vehicle V is in a stopped state. For this reason, when starting the vehicle V from a state where the wheels of the vehicle V are colliding with the step S, even when increasing the driving force to start the vehicle V, the speed force product remains 0 until the vehicle V begins to start running. In contrast, the control driving force product increases in magnitude from 0 even when the vehicle V is in a stopped state by increasing the driving force to start the vehicle V.

[0094] Therefore, when starting the vehicle V from a state where the wheels are colliding with the step S, the speed force product and the control driving force product will have different magnitudes. That is, when the vehicle V receives a force from a step S outside the vehicle V, the magnitude of the control driving force product will deviate from the magnitude of the speed force product. In other words, the force product received from the external disturbance causes the magnitude of the speed force product and the magnitude of the control driving force product to deviate from each other. Hereinafter, the force product received from the step S, which is a factor of external disturbance when the wheels of the vehicle V running on the road surface collide with the step S and when starting the vehicle V from a state where the wheels are colliding with the step S, is defined as the external disturbance force product. The external disturbance force product can be obtained by subtracting the control driving force product from the speed force product, as shown in the following mathematical formula 3.

[0095] (Mathematical formula 3) External disturbance force product = Speed force product - Control driving force product From the above, the inventors have found that it is possible to detect the collision of the wheels with the step S and the state where the wheels before starting are in contact with the step S based on whether the magnitude of the speed force product and the magnitude of the control driving force product deviate from each other.

[0096] Therefore, in the automatic parking control device 40 of this embodiment, the force product calculation unit 43 calculates the speed force product and the braking / driving force product, and based on the speed force product and the braking / driving force product calculated by the force product calculation unit 43, the step determination unit 44 determines whether there is a collision with the step S and whether the vehicle is in a state of being in contact with the step S. A method for determining whether the wheels collide with the step S and whether the wheels before starting are in contact with the step S will be described with reference to FIGS. 3, 8, and 9.

[0097] In step S12, the force product calculation unit 43 calculates the speed force product and the braking / driving force product applied to the vehicle V when passing through the step S based on various information acquired from the sensor unit 30. Specifically, the force product calculation unit 43 differentiates the detection value detected by the speed sensor 31 to obtain the acceleration of the vehicle V, and calculates the speed force product based on the obtained acceleration of the vehicle V and the preset weight of the vehicle V. In addition, the force product calculation unit 43 calculates the braking / driving force product based on the output torque of the driving motor detected by the torque sensor 34 and the braking force generated in the braking system 60 detected by the brake sensor 35. The force product calculation unit 43 transmits the calculated speed force product information and braking / driving force product information to the step determination unit 44.

[0098] In the subsequent step S14, the step determination unit 44 determines whether the vehicle V is running based on the information acquired from the sensor unit 30. For example, when the detection value detected by the speed sensor 31 is not 0, the step determination unit 44 determines that the vehicle V is running, and when the detection value detected by the speed sensor 31 is 0, the step determination unit 44 does not determine that the vehicle V is running. When the step determination unit 44 determines that the vehicle V is not running, it executes the process of step S16, and when it determines that the vehicle V is running, it executes the process of step S32.

[0099] In step S16, the step determination unit 44 determines whether or not the wheels of the vehicle V before starting are in contact with the step S based on the information on the speed force product and the control driving force product received from the force product calculation unit 43. Specifically, the step determination unit 44 calculates a disturbance force product, which is the difference between the speed force product and the control driving force product, based on the information on the speed force product and the control driving force product, and determines whether or not the wheels of the vehicle V before starting are in contact with the step S based on the calculated disturbance force product. When it is determined that the wheels of the vehicle V before starting are in contact with the step S, the automatic parking control device 40 executes the processes after step S18.

[0100] Also, when it is determined that the vehicle V is traveling, in step S32, the step determination unit 44 determines whether or not the wheels of the traveling vehicle V have collided with the step S based on the information on the speed force product and the control driving force product received from the force product calculation unit 43. Specifically, the step determination unit 44 calculates a disturbance force product, which is the difference between the speed force product and the control driving force product, based on the information on the speed force product and the control driving force product, and determines whether or not the wheels of the traveling vehicle V have collided with the step S based on the calculated disturbance force product. When it is determined that the wheels of the traveling vehicle V have collided with the step S, the automatic parking control device 40 executes the processes after step S34.

[0101] A method for the step determination unit 44 to determine whether or not the wheels of the vehicle V before starting are in contact with the step S based on the disturbance force product and control processing when it is determined that the wheels of the vehicle V before starting are in contact with the step S will be described with reference to FIG. 8.

[0102] As shown in FIG. 8, when the vehicle V is in a stopped state before starting, the vehicle speed and the driving force are 0. Also, when the vehicle V is in a stopped state before starting, the braking system 60 outputs a braking force for stopping the vehicle V.

[0103] Then, for example, when a start signal for automatic parking is input and the automatic parking control device 40 executes the process of automatic parking operation, the automatic parking starts based on various set values obtained by the control drive calculation unit 422. For example, the target speed is set so that the vehicle speed gradually increases over time. Also, the set value of the driving force is set to gradually increase over time in order to bring the vehicle speed closer to the target speed. As a result, the driving system outputs the driving force. Among the vehicle speeds shown in FIG. 8, the dashed line indicates the target speed, and the solid line indicates the speed of the vehicle V detected by the speed sensor 31. Also, the set value of the braking force is set to 0. As a result, the braking system 60 stops the output of the braking force.

[0104] Here, as shown in FIG. 8, the wheels of the vehicle V before starting are in contact with the step S, and the start of the vehicle V is hindered by the step S. Therefore, even if the driving motor outputs a driving force, the vehicle V cannot start due to the step S that is a factor of disturbance. In this case, immediately after the driving motor outputs the driving force, the vehicle speed remains at 0. Therefore, in a state where the start of the vehicle V is hindered by the step S, the speed force product remains at 0.

[0105] Also, when the start of the vehicle V is hindered by the step S, the vehicle speed detected by the speed sensor 31 deviates from the target speed. And the deviation amount between the vehicle speed detected by the speed sensor 31 and the target speed gradually increases over time. For this reason, the control drive calculation unit 422 gradually increases the set value of the driving force over time. As a result, the driving force output by the driving system 50 gradually increases over time. And the control driving force product increases as time passes.

[0106] Therefore, the disturbance force product obtained by subtracting the control driving force product from the speed force product becomes smaller, departing from 0 over time as shown in FIG. 8. That is, the absolute value of the disturbance force product increases over time.

[0107] Here, in step S16, when the external disturbance force product becomes equal to or less than a preset contact determination threshold value, the step determination unit 44 determines that the wheels of the vehicle V before starting are in a state of contacting the step S. In other words, when the absolute value of the difference between the speed force product and the driving force product becomes equal to or greater than the contact determination threshold value, the step determination unit 44 determines that the wheels of the vehicle V before starting are in a state of contacting the step S.

[0108] The contact determination threshold value is a predetermined threshold value preset to determine whether the vehicle V is in contact with the step S. For example, it is set based on the experimental results obtained by previously conducting an experiment of starting the vehicle V with the wheels in contact with the step S. Further, in step S16, the contact determination threshold value is set according to the height of the step S for which it is desired to detect that the wheels are in contact.

[0109] In this way, the vehicle control device 1 of the present embodiment can accurately detect that the wheels of the vehicle V before starting are in contact with the step S by determining that the wheels of the vehicle V before starting are in contact with the step S based on the external disturbance force product. And it can detect that the vehicle V has started from the state where the wheels are in contact with the step S.

[0110] Further, the contact determination threshold value of the present embodiment is set to be changeable according to the roughness of the road surface. For example, a base threshold value serving as a reference threshold value is defined in advance in the step determination unit 44, and the contact determination threshold value is set to be changeable by adding a predetermined addition value to the base threshold value according to the roughness of the road surface. The base threshold value is set according to, for example, the height of the step S.

[0111] Then, the contact determination threshold value is set to be changeable to a good road threshold value to which a predetermined addition value is added when the road surface is flat according to the roughness of the road surface, and a bad road threshold value to which a predetermined addition value is added when the road surface has a rough uneven shape rather than being flat. The predetermined addition value added when setting the good road threshold value is set to be smaller than the predetermined addition value added when setting the bad road threshold value. That is, the good road threshold value is smaller than the bad road threshold value. The step determination unit 44 detects the roughness of the road surface and sets the contact determination threshold value to either the good road threshold value or the bad road threshold value.

[0112] The step determination unit 44 may detect the roughness of the road surface based on, for example, the speed of the vehicle V detected by the speed sensor 31 when the vehicle V last traveled before stopping running. For example, when the deviation between the speed of the vehicle V detected by the speed sensor 31 when the vehicle V last traveled and the target speed when the vehicle V last traveled is relatively small, the step determination unit 44 determines that the road surface is flat and sets the contact determination threshold value to the good road threshold value. On the other hand, for example, when the deviation between the speed of the vehicle V detected by the speed sensor 31 when the vehicle V last traveled and the target speed when the vehicle V last traveled is relatively large, the step determination unit 44 determines that the road surface has an uneven shape and sets the contact determination threshold value to a bad road threshold value larger than the good road threshold value. In the present embodiment, the speed sensor 31 functions as a road surface detection unit that detects the roughness of the road surface.

[0113] The reason why the roughness of the road surface can be determined based on the deviation between the speed of the vehicle V detected by the speed sensor 31 and the target speed in this way is that when the road surface is flat, compared with the case where the road surface has an uneven shape, the resistance received by the vehicle V from the road surface when the vehicle V travels on the road surface becomes smaller. That is, when the resistance received from the road surface is small, it becomes easier for the speed of the vehicle V to approach the target speed.

[0114] Note that the step determination unit 44 may detect the roughness of the road surface based on information other than the speed of the vehicle V detected by the speed sensor 31. For example, the step determination unit 44 may detect the roughness of the road surface based on the vertical acceleration of the vehicle V detected by the acceleration sensor 32. In this case, for example, when the vertical acceleration of the vehicle V detected by the acceleration sensor 32 at the time of the last travel is equal to or less than a predetermined value, the step determination unit 44 may determine that the roughness of the road surface is flat and set the contact determination threshold to the good road threshold. On the other hand, for example, when the vertical acceleration of the vehicle V detected by the acceleration sensor 32 at the time of the last travel is greater than a predetermined value, the step determination unit 44 may determine that the roughness of the road surface is uneven and set the contact determination threshold to the bad road threshold.

[0115] Further, the step determination unit 44 may detect the roughness of the road surface based on an image of the road surface captured by the camera of the surrounding monitoring unit 10, or may detect it based on the reflected waves from the road surface acquired by the sonar, millimeter wave radar, and LIDAR of the surrounding monitoring unit 10, respectively.

[0116] When the acceleration sensor 32 detects the roughness of the road surface, the acceleration sensor 32 functions as a road surface detection unit that detects the roughness of the road surface. Also, when the surrounding monitoring unit 10 detects the roughness of the road surface, the surrounding monitoring unit 10 functions as a road surface detection unit that detects the roughness of the road surface.

[0117] When the step determination unit 44 determines that the wheels of the vehicle V before starting are in contact with the step S in step S16, the step determination unit 44 transmits the information of the determination result to the control drive calculation unit 422. When receiving the information that the wheels of the vehicle V before starting are in contact with the step S from the step determination unit 44, the control drive calculation unit 422 executes the process of step S18.

[0118] In step S18, the control drive calculation unit 422 obtains the driving force required to overcome the step S based on the determination result of the step determination unit 44. For example, the control drive calculation unit 422 calculates, as the driving force required to overcome the step S, a value obtained by increasing the set value set in step S120 of the immediately preceding control cycle in the automatic parking operation by a preset increase amount.

[0119] Then, in step S20, the control drive calculation unit 422 transmits the information on the driving force required to overcome the calculated step S to the drive ECU 51 of the drive system 50.

[0120] As a result, the driving force output by the driving motor becomes greater than the set value set when the automatic parking start signal is input.

[0121] In subsequent step S22, the step determination unit 44 detects the number of pulse signals based on the pulse signal output by the speed sensor 31. The step determination unit 44 detects the number of pulse signals received from the speed sensor 31 after it is determined in step S16 that the wheel is in contact with the step S. Then, the step determination unit 44 determines whether or not the wheel of the vehicle V has climbed onto the step S based on whether or not the number of received pulse signals is equal to or greater than a preset determination count.

[0122] The reason for being able to determine whether or not the wheel has climbed onto the step S based on the number of received pulse signals will be described with reference to FIG. 9.

[0123] As described above, every time the wheel makes one rotation, the speed sensor 31 outputs a pulse signal as shown in FIG. 9 a designed number of times according to the rotation angle of the wheel. Therefore, based on the number of pulse signals, the rotation angle of the wheel can be obtained. And based on the rotation angle of the wheel, the traveling distance of the vehicle V can be obtained. For this reason, the step determination unit 44 can determine whether or not the vehicle V has advanced and climbed onto the step S based on the number of detected pulse signals. Note that the pulse width of the pulse signal becomes smaller as the rotation speed of the wheel increases.

[0124] In this embodiment, the number of determinations for determining whether the wheels of the vehicle V have climbed onto the step S is set to three times. For this reason, the step determination unit 44 determines that the wheels have climbed onto the step S when it has received the pulse signal received from the speed sensor 31 three times after it has been determined that the wheels are in a state of being in contact with the step S. Note that the number of determinations for determining whether the wheels of the vehicle V have climbed onto the step S is not limited to three times, and may be less than three times or more than three times. The greater the number of determinations, the longer it takes for the wheels to be determined to have climbed onto the step S when the wheels rotate, but it is possible to avoid false determinations due to wheel spin or the like.

[0125] Also, in this embodiment, it is determined whether the wheels have climbed onto the step S based on the number of pulse signals received from each speed sensor 31 provided near each of the four wheels. For example, the step determination unit 44 may determine that the wheels have climbed onto the step S when it has received the pulse signal the number of determination times from two of the four speed sensors 31. Alternatively, the step determination unit 44 may determine that the wheels have climbed onto the step S when it has received the pulse signal the number of determination times from all four speed sensors 31.

[0126] The automatic parking control device 40 repeatedly executes the processes of step S18 to step S24 until it is determined that the wheels of the vehicle V have climbed onto the step S. Then, in step S24, when the step determination unit 44 determines that the wheels of the vehicle V have climbed onto the step S, it transmits information on the determination result to the control drive calculation unit 422. When receiving the information that the wheels have climbed onto the step S from the step determination unit 44, the control drive calculation unit 422 executes the process of step S26.

[0127] As described above, the vehicle control device 1 according to this embodiment can accurately detect that the wheels of the vehicle V that have been in contact with the step S since before starting have climbed onto the step S by determining the number of pulse signals received from the speed sensor 31.

[0128] In step S26, based on the determination result of the step determination unit 44, the drive and brake calculation unit 422 obtains the driving force immediately after climbing the step S and the braking force immediately after climbing the step S. For example, the drive and brake calculation unit 422 calculates, as the driving force immediately after climbing the step S, a value obtained by reducing the driving force set in step S18 by a preset reduction amount for overcoming the step S. In the present embodiment, the drive and brake calculation unit 422 sets the set value of the driving force immediately after climbing the step S to 0.

[0129] Further, the drive and brake calculation unit 422 calculates, as the braking force immediately after climbing the step S, a value obtained by increasing the braking force set to be small due to the deviation between the vehicle speed detected by the speed sensor 31 and the target speed by a preset increase amount.

[0130] Then, in step S28, the drive and brake calculation unit 422 transmits the information on the driving force immediately after climbing the calculated step S to the drive ECU 51 of the drive system 50, and transmits the information on the braking force immediately after climbing the calculated step S to the brake ECU 61 of the brake system 60.

[0131] As a result, the driving force output by the drive system 50 becomes smaller than the set value set in step S18. Specifically, the driving force output by the drive system 50 immediately after climbing the step S becomes 0, as shown in FIG. 8.

[0132] In addition, the braking force output by the brake system 60 becomes larger than the set value set in step S18. Specifically, the driving force output by the brake system 60 immediately after climbing the step S gradually increases with the passage of time, as shown in FIG. 8. By controlling the driving force and the braking force after climbing the step S in this way, it is possible to suppress the vehicle V from accelerating rapidly after climbing the step S.

[0133] Then, in step S30, after the automatic parking control device 40 controls the vehicle V with the driving force and braking force set in step S26 for a predetermined time, it returns to the control before determining that the wheels of the vehicle V before starting are in contact with the step S. That is, the automatic parking control device 40 performs the processes of steps S100 to S140 to perform automatic parking operation.

[0134] Subsequently, a method for the step determination unit 44 to determine whether the wheels of the traveling vehicle V have collided with the step S based on the disturbance force product and the control process when it is determined that the wheels of the traveling vehicle V have collided with the step S will be described with reference to FIG. 10.

[0135] When the target speed is set so that the vehicle V travels at a constant speed in the process of the automatic parking operation, as shown in FIG. 10, the driving force output by the drive system 50 and the braking force output by the braking system 60 are constant. In this case, the speed force product and the drive-braking force product are maintained at 0. Here, as shown in FIG. 10, when the wheels of the traveling vehicle V collide with the step S, the vehicle speed decreases from the target speed. Among the vehicle speeds shown in FIG. 10, the dashed line indicates the target speed, and the solid line indicates the speed of the vehicle V detected by the speed sensor 31.

[0136] As a result, the vehicle speed detected by the speed sensor 31 deviates from the target speed. And the deviation amount between the vehicle speed detected by the speed sensor 31 and the target speed gradually increases with the passage of time. Also, as the vehicle speed decreases, the magnitude of the speed force product decreases.

[0137] Then, due to the deviation between the vehicle speed detected by the speed sensor 31 and the target speed, the drive force setting value is gradually increased and the braking force setting value is gradually decreased over time by the drive-braking operation unit 422. As a result, the driving force output by the drive system 50 gradually increases over time. Also, the braking force output by the braking system 60 gradually increases over time. Thereby, the drive-braking force product increases over time.

[0138] Therefore, as shown in FIG. 10, the disturbance force product obtained by subtracting the control driving force product from the speed force product decreases away from 0 as time elapses. That is, the absolute value of the disturbance force product increases as time elapses.

[0139] Here, in step S32, when the disturbance force product becomes equal to or less than a preset collision determination threshold value, the step difference determination unit 44 determines that the wheels of the traveling vehicle V have collided with the step S. In other words, the step difference determination unit 44 determines that the wheels of the traveling vehicle V have collided with the step S when the absolute value of the difference between the speed force product and the control driving force product becomes equal to or greater than the collision determination threshold value.

[0140] The collision determination threshold value is a predetermined threshold value set in advance to determine whether the wheels of the traveling vehicle V have collided with the step S. For example, the collision determination threshold value is set based on the experimental results obtained by previously conducting an experiment in which the wheels of the traveling vehicle V collide with the step S. Further, in step S32, the collision determination threshold value is set according to the height of the step S for which it is desired to detect that the wheels of the traveling vehicle V have collided with the step S. Note that the collision determination threshold value may be set to the same magnitude as the contact determination threshold value, or may be set to a different magnitude from the contact determination threshold value.

[0141] In this way, the vehicle control device 1 according to the present embodiment can accurately detect that the wheels have collided with the step S by determining that the wheels of the traveling vehicle V have collided with the step S based on the disturbance force product.

[0142] Further, similar to the contact determination threshold value, the collision determination threshold value of the present embodiment is set to be changeable according to the roughness of the road surface. Specifically, in the step difference determination unit 44, a base threshold value serving as a reference threshold value is determined in advance, similar to the contact determination threshold value, and the collision determination threshold value is set to be changeable by adding a predetermined addition value to the base threshold value according to the roughness of the road surface. The step difference determination unit 44 detects the roughness of the road surface and sets the collision determination threshold value to either a good road threshold value or a bad road threshold value. The base threshold value is set according to, for example, the height of the step S.

[0143] When the difference between the speed of the vehicle V detected by the speed sensor 31 when the vehicle V is accelerated and the target speed at the time of the last travel is relatively small, for example, the step determination unit 44 determines that the roughness of the road surface is flat and sets the collision determination threshold to the good road threshold. On the other hand, when the difference between the speed of the vehicle V detected by the speed sensor 31 when the vehicle V is accelerated and the target speed at the time of the last travel is relatively large, for example, the step determination unit 44 determines that the roughness of the road surface has an uneven shape and sets the collision determination threshold to the bad road threshold.

[0144] Note that the step determination unit 44 may detect the roughness of the road surface based on the vertical acceleration of the vehicle V detected by the acceleration sensor 32 while the vehicle V is traveling, and set the collision determination threshold to either the good road threshold or the bad road threshold based on the detected roughness of the road surface.

[0145] Further, the step determination unit 44 may detect the roughness of the road surface based on an image of the road surface captured by the camera of the surrounding monitoring unit 10 while the vehicle V is traveling, and set the collision determination threshold to either the good road threshold or the bad road threshold based on the detected roughness of the road surface. Alternatively, the step determination unit 44 may detect the roughness of the road surface based on the reflected waves from the road surface acquired by the sonar, millimeter wave radar, and LIDAR of the surrounding monitoring unit 10, respectively, and set the collision determination threshold to either the good road threshold or the bad road threshold based on the detected roughness of the road surface.

[0146] When the step determination unit 44 determines that the wheels of the vehicle V traveling in step S32 have collided with the step S, the step determination unit 44 transmits the information of the determination result to the control drive calculation unit 422. When receiving the information that the wheels of the vehicle V traveling have collided with the step S from the step determination unit 44, the control drive calculation unit 422 executes the process of step S34.

[0147] In step S34, the control drive calculation unit 422 obtains the driving force required to overcome the step S based on the determination result of the step determination unit 44. For example, the control drive calculation unit 422 calculates, as the driving force required to overcome the step S, a value obtained by increasing the set value set in step S120 of the immediately preceding control cycle in the automatic parking operation by a preset increase amount.

[0148] Then, in step S36, the control drive calculation unit 422 transmits information on the driving force required to overcome the calculated step S to the drive ECU 51 of the drive system 50.

[0149] Then, the driving force output by the driving motor becomes larger than the set value set in step S120 of the immediately preceding control cycle in the automatic parking operation. As the driving force output by the driving motor increases, the wheels of the vehicle V start to climb the step S, and the vehicle speed increases so as to approach the target speed. Thereby, the vehicle speed detected by the speed sensor 31 can be made to approach the target speed. Then, the deviation amount between the vehicle speed detected by the speed sensor 31 and the target speed gradually decreases with the passage of time. Also, as the vehicle speed increases, the speed force product increases in magnitude.

[0150] Further, the control drive calculation unit 422 sets the set value of the driving force output by the driving motor to be larger than the set value of the driving force set before it is determined that the wheels of the traveling vehicle V collide with the step S. Thereby, the control driving force product increases with the passage of time.

[0151] Therefore, as shown in FIG. 10, the disturbance force product obtained by subtracting the control driving force product from the speed force product increases so as to approach 0 with the passage of time. That is, the absolute value of the disturbance force product becomes smaller with the passage of time.

[0152] In the subsequent step S38, the force integral calculation unit 43 calculates the speed force integral and the control driving force integral applied to the vehicle V when passing through the step S based on various information acquired from the sensor unit 30. Specifically, the force integral calculation unit 43 differentiates the detection value detected by the speed sensor 31 to obtain the acceleration of the vehicle V, and calculates the speed force integral based on the obtained acceleration of the vehicle V and the preset weight of the vehicle V. Further, the force integral calculation unit 43 calculates the control driving force integral based on the output torque of the driving motor detected by the torque sensor 34 and the braking force generated in the braking system 60 detected by the brake sensor 35. The force integral calculation unit 43 transmits the calculated speed force integral information and control driving force integral information to the step determination unit 44.

[0153] In the subsequent step S40, the step determination unit 44 determines whether the wheels of the vehicle V have climbed onto the step S based on the speed force integral information and the control driving force integral information received from the force integral calculation unit 43. Specifically, the step determination unit 44 calculates the control driving force integral after it is determined that the wheel has collided with the step S and the disturbance force integral after it is determined that the wheel has collided with the step S based on the control driving force integral information calculated by the force integral calculation unit 43. Then, when the control driving force integral after it is determined that the wheel has collided with the step S is greater than or equal to the disturbance force integral after it is determined that the wheel has collided with the step S, the step determination unit 44 determines that the wheels of the vehicle V have climbed onto the step S.

[0154] The automatic parking control device 40 repeatedly executes the processes of steps S34 to S40 until it is determined that the wheels of the vehicle V have climbed onto the step S. Then, in step S40, when the step determination unit 44 determines that the wheels of the vehicle V have climbed onto the step S, the step determination unit 44 transmits the information of the determination result to the control driving calculation unit 422. When receiving the information that the wheels have climbed onto the step S from the step determination unit 44, the control driving calculation unit 422 executes the process of step S42.

[0155] As described above, the vehicle control device 1 according to this embodiment can accurately detect that the vehicle V has climbed onto the step S by determining that the wheel of the traveling vehicle V has climbed onto the step S after colliding with the step S based on the speed force product and the control driving force product calculated by the force product calculation unit 43.

[0156] In step S42, based on the determination result of the step determination unit 44, the control drive calculation unit 422 obtains the driving force immediately after climbing onto the step S and the braking force immediately after climbing onto the step S. For example, the control drive calculation unit 422 calculates, as the driving force immediately after climbing onto the step S, a value obtained by reducing the driving force set in step S34 by a preset reduction amount for overcoming the step S. In this embodiment, the control drive calculation unit 422 sets the set value of the driving force immediately after climbing onto the step S to the driving force immediately before the wheel of the vehicle V collides with the step S.

[0157] Further, the control drive calculation unit 422 calculates, as the braking force immediately after climbing onto the step S, a value obtained by increasing the braking force set to be small due to the deviation between the vehicle speed detected by the speed sensor 31 and the target speed by a preset increase amount.

[0158] Then, in step S44, the control drive calculation unit 422 transmits the information on the driving force immediately after climbing onto the calculated step S to the drive ECU 51 of the drive system 50, and transmits the information on the braking force immediately after climbing onto the calculated step S to the brake ECU 61 of the brake system 60.

[0159] As a result, the driving force output by the drive system 50 becomes smaller than the set value set in step S34. Specifically, the driving force output by the drive system 50 immediately after climbing onto the step S gradually decreases so as to be the driving force immediately before the wheel of the vehicle V collides with the step S, as shown in FIG. 10.

[0160] In addition, the braking force output by the braking system 60 becomes greater than the set value set in step S34. Specifically, the driving force output by the braking system 60 immediately after climbing onto the step S gradually increases over time as shown in FIG. 10. By controlling the driving force and the braking force immediately after climbing onto the step S in this way, it is possible to suppress the vehicle V from accelerating rapidly after climbing onto the step S, and it is possible to return the vehicle speed to the vehicle speed before the wheels of the vehicle V collide with the step S.

[0161] Then, the automatic parking control device 40 controls the vehicle V with the driving force and the braking force set in step S42 for a predetermined time, and then returns to the control before it is determined that the wheels of the vehicle V have collided with the step S. That is, the automatic parking control device 40 performs the processes of steps S100 to S140 and performs automatic parking operation.

[0162] Subsequently, regarding the control process including the control process executed after the vehicle V descends from the state of climbing onto the step S during the automatic parking operation, it will be described with reference to FIGS. 4 and 11. Note that since the automatic parking process in step S50 shown in FIG. 4 is the same process as the automatic parking process in step S10 shown in FIG. 3, the description thereof will be omitted.

[0163] As described above, when the vehicle V traveling on a flat road surface at a constant speed descends from the step S as shown in FIG. 11, the potential energy is converted into kinetic energy by gravity and the vehicle speed increases. Therefore, in order to avoid a rapid increase in the vehicle speed after the wheels descend from the step S, it is necessary to reduce the driving force after the wheels descend from the step S to be lower than the driving force set before descending from the step S.

[0164] Therefore, the automatic parking control device 40 of the present embodiment executes the processes after step S52 during the automatic parking operation in the control process shown in FIG. 4, and detects that the wheels have descended from the step S. When the wheels have descended from the step S, the automatic parking control device 40 reduces the driving force to be lower than before descending from the step S.

[0165] Specifically, in the automatic parking control device 40 of the present embodiment, the force product calculation unit 43 calculates the speed force product and the control driving force product, and based on the speed force product and the control driving force product calculated by the force product calculation unit 43, the step determination unit 44 determines that the wheel has descended from the step S.

[0166] When the target speed is set so that the vehicle V travels at a constant speed in the process of automatic parking operation, as shown in FIG. 11, the driving force output by the drive system 50 and the braking force output by the braking system 60 become constant. In this case, the speed force product and the control driving force product are maintained at 0. Here, as shown in FIG. 11, when the wheel of the traveling vehicle V descends from the step S, the vehicle speed rises above the target speed. Among the vehicle speeds shown in FIG. 11, the broken line indicates the target speed, and the solid line indicates the speed of the vehicle V detected by the speed sensor 31.

[0167] As a result, the vehicle speed detected by the speed sensor 31 deviates from the target speed. And the deviation amount between the vehicle speed detected by the speed sensor 31 and the target speed gradually increases with the passage of time. Also, as the vehicle speed increases, the magnitude of the speed force product increases.

[0168] Then, due to the deviation between the vehicle speed detected by the speed sensor 31 and the target speed, the control drive calculation unit 422 gradually increases the set value of the braking force over time. As a result, the braking force output by the braking system 60 gradually increases over time. Then, the control driving force product increases with the passage of time.

[0169] Therefore, as shown in FIG. 11, the disturbance force product obtained by subtracting the control driving force product from the speed force product increases away from 0 over time. That is, the absolute value of the disturbance force product increases over time.

[0170] Here, when the disturbance force product becomes equal to or less than a preset downward determination threshold value in step S54, the step determination unit 44 determines that the wheels of the traveling vehicle V have descended from the step S. In other words, when the absolute value of the difference between the speed force product and the drive force product becomes equal to or greater than the downward determination threshold value, the step determination unit 44 determines that the wheels of the traveling vehicle V have descended from the step S.

[0171] The downward determination threshold value is a predetermined threshold value set in advance to determine whether the wheels of the vehicle V have descended from the step S. For example, it is set based on the experimental results obtained by previously conducting an experiment in which the wheels of the traveling vehicle V descend from the step S. Further, the downward determination threshold value is set according to the height of the step S for which it is desired to detect that the wheels of the traveling vehicle V have descended from the step S in step S54. Note that the downward determination threshold value may be set to the same magnitude as the contact determination threshold value and the collision determination threshold value, or may be set to a different magnitude from the contact determination threshold value and the collision determination threshold value.

[0172] As described above, the vehicle control device 1 according to the present embodiment can accurately detect that the wheels of the traveling vehicle V have descended from the step S by determining that the wheels of the traveling vehicle V have descended from the step S based on the disturbance force product.

[0173] Further, the downward determination threshold value of the present embodiment is set to be changeable according to the roughness of the road surface, similarly to the contact determination threshold value and the collision determination threshold value. Specifically, a base threshold value serving as a reference threshold value is determined in advance in the step determination unit 44, similarly to the contact determination threshold value and the collision determination threshold value, and the downward determination threshold value is set to be changeable by adding a predetermined addition value to the base threshold value according to the roughness of the road surface. The step determination unit 44 detects the roughness of the road surface and sets the downward determination threshold value to either a good road threshold value or a bad road threshold value. The base threshold value is set according to the height of the step S, for example.

[0174] For example, when the difference between the speed of the vehicle V detected by the speed sensor 31 when the vehicle V is accelerated and the target speed at the time of the last travel is relatively small, the step determination unit 44 determines that the roughness of the road surface is flat and sets the downhill determination threshold to the good road threshold. On the other hand, for example, when the difference between the speed of the vehicle V detected by the speed sensor 31 when the vehicle V is accelerated and the target speed at the time of the last travel is relatively large, the step determination unit 44 determines that the roughness of the road surface is uneven and sets the downhill determination threshold to the bad road threshold.

[0175] Note that the step determination unit 44 may detect the roughness of the road surface based on the vertical acceleration of the vehicle V detected by the acceleration sensor 32 while the vehicle V is traveling, and set the downhill determination threshold to either the good road threshold or the bad road threshold based on the detected roughness of the road surface.

[0176] In addition, the step determination unit 44 may detect the roughness of the road surface based on an image of the road surface captured by the camera of the peripheral monitoring unit 10 while the vehicle V is traveling, and set the downhill determination threshold to either the good road threshold or the bad road threshold based on the detected roughness of the road surface. Alternatively, the step determination unit 44 may detect the roughness of the road surface based on the reflected waves from the road surface acquired by the sonar, millimeter wave radar, and LIDAR of the peripheral monitoring unit 10, and set the downhill determination threshold to either the good road threshold or the bad road threshold based on the detected roughness of the road surface.

[0177] When the step determination unit 44 determines in step S54 that the wheel of the traveling vehicle V has descended from the step S, the step determination unit 44 transmits the information of the determination result to the control drive calculation unit 422. When receiving the information that the wheel of the traveling vehicle V has descended from the step S from the step determination unit 44, the control drive calculation unit 422 executes the process of step S56.

[0178] In step S56, the control drive calculation unit 422 obtains the braking force immediately after descending from the step S based on the determination result of the step determination unit 44. For example, the control drive calculation unit 422 calculates, as the braking force immediately after descending from the step S, a value obtained by increasing the braking force immediately before it is determined that the wheel has descended from the step S by a preset increase amount.

[0179] Then, in step S58, the control drive calculation unit 422 transmits information on the braking force immediately after descending from the calculated step S to the brake ECU 61 of the braking system 60.

[0180] As a result, the braking force output by the braking system 60 becomes smaller than the braking force immediately before it is determined that the wheel has descended from the step S. Specifically, the braking force output by the braking system 60 immediately after descending from the step S gradually increases with the passage of time as shown in FIG. 11. By controlling the braking force after descending from the step S in this way, it is possible to suppress the vehicle V from accelerating rapidly after descending from the step S.

[0181] Then, in step S60, the automatic parking control device 40 controls the vehicle V with the braking force set in step S56 for a predetermined time, and then returns to the control before it is determined that the wheels of the vehicle V have descended from the step S. That is, the automatic parking control device 40 performs the processes of steps S100 to S140 to perform automatic parking operation.

[0182] As described above, the vehicle control device 1 according to the present embodiment includes a force product calculation unit 43 that calculates a force product applied to the vehicle V when the vehicle V passes through the step S and outputs force product information, and a step determination unit 44 that determines the passage of the step S based on the force product information output by the force product calculation unit 43. The force product calculation unit 43 calculates, as the force product information, a speed force product based on the vehicle speed when passing through the step S and a control drive force product based on the driving force and the braking force when passing through the step S. The step determination unit 44 determines the passage of the step S based on the difference between the speed force product and the control drive force product calculated by the force product calculation unit 43.

[0183] As described above, when the vehicle speed changes when passing through the step S, a difference occurs between the speed force product and the control drive force product. Therefore, by determining the passage of the step S based on the difference between the speed force product and the control drive force product by the step determination unit 44, it is possible to accurately determine the passage of the step S as compared with the case of determining the passage of the step S based on the change in the vehicle speed.

[0184] Moreover, according to the above embodiment, the following effects can be obtained.

[0185] (1) In the above embodiment, when the wheels are in contact with the step S and stopped from before starting, the control drive calculation unit 422 calculates the driving force and braking force for the wheels to start from the state of being in contact with the step S and stopped and climb onto the step S. The force product calculation unit 43 calculates the speed force product and the control drive force product when the vehicle V starts from the state of being in contact with the step S and stopped based on the driving force and braking force calculated by the control drive calculation unit 422. The step determination unit 44 determines that the vehicle V is in contact with the step S when the difference between the speed force product and the control drive force product is equal to or greater than the contact determination threshold.

[0186] According to this, the vehicle control device 1 can accurately detect that the wheels of the vehicle V before starting are in contact with the step S by determining that the wheels of the vehicle V before starting are in the state of being in contact with the step S and stopped based on the difference between the speed force product and the control drive force product.

[0187] (2) In the above embodiment, a speed sensor 31 is provided that detects the vehicle speed and outputs information corresponding to the detected vehicle speed. The step determination unit 44 determines that the vehicle has climbed onto the step S after starting from the state of being in contact with the step S and stopped based on the information corresponding to the vehicle speed output by the speed sensor 31.

[0188] In order to avoid a sharp increase in the vehicle speed, it is required that the driving force immediately after the wheels climb onto the step S be reduced compared to the set value set to cross the step S. Further, it is required that the braking force immediately after the wheels climb onto the step S be increased compared to the set value set to cross the step S.

[0189] On the other hand, according to the vehicle control device 1 of this embodiment in which the step determination unit 44 determines that the wheels have climbed onto the step S, the driving force and braking force immediately after the wheels climb onto the step S can be adjusted.

[0190] (3) In the above embodiment, the speed sensors 31 are provided on each of the four wheels of the vehicle V. The step determination unit 44 determines that the vehicle has started from a state where the wheel is in contact with the step S and stopped and has climbed onto the step S based on the information corresponding to the vehicle speed output by each of the four speed sensors 31.

[0191] According to this, compared with the case of determining that the vehicle V has climbed onto the step S based on the information corresponding to the vehicle speed output by one speed sensor 31, the accuracy of the climb - onto determination for the step S can be improved.

[0192] (4) In the above embodiment, the speed sensor 31 is provided on the wheel of the vehicle V and outputs a quantity of pulse signals corresponding to the rotation angle of the wheel. When the step determination unit 44 receives the pulse signals from the speed sensor 31 for the determined number of times, it determines that the wheel has started from a state where it is in contact with the step S and stopped and has climbed onto the step S.

[0193] According to this, even when the wheel idles and rotates slightly, or when there is a situation where the wheel rotates even though it has not climbed onto the step S, false determination due to wheel idling can be avoided. Also, even when there is a possibility of misidentifying noise as a pulse signal and receiving noise less than or equal to the determined number of times even though the wheel is not rotating, false determination due to noise can be avoided.

[0194] (5) In the above embodiment, a speed sensor 31 for detecting the roughness of the road surface where the step S exists is provided. The step determination unit 44 changes the contact determination threshold value to a larger value as the roughness of the road surface detected by the speed sensor 31 is rougher. Specifically, when the roughness of the road surface is a concave - convex shape rougher than flat, the step determination unit 44 sets the contact determination threshold value to a bad - road threshold value larger than the good - road threshold value.

[0195] When the road surface is rough, the driving force required to start the vehicle V is greater than when the road surface is flat. Therefore, the braking and driving force product changes when starting the vehicle from a state where the wheels are in contact with the step S and stopped, depending on whether the road surface is rough or flat. And the disturbance force product changes when starting the vehicle from a state where the wheels are in contact with the step S and stopped, depending on whether the road surface is rough or flat.

[0196] Therefore, by gradually increasing the driving force to start the vehicle V from a state where it is stopped in contact with the step S, the amount of change in the disturbance force product that gradually changes varies according to the roughness of the road surface. Therefore, when the contact determination threshold value is a constant value, there is a risk of misjudging the contact determination with the step S depending on the roughness of the road surface. For example, if the road surface has an uneven shape and the disturbance force product becomes larger compared to when the road surface is flat, there is a risk of misjudging that the vehicle V is in contact with the step S even though it is not in contact with the step S before starting.

[0197] On the other hand, by changing the contact determination threshold value according to the roughness of the road surface, the contact determination threshold value can be made to correspond to the amount of change in the disturbance force product that changes according to the roughness of the road surface.

[0198] (6) In the above embodiment, the braking and driving operation unit 422 calculates the driving force and the braking force for the vehicle V to travel on the road surface where the step S exists. The force product calculation unit 43 calculates the speed force product and the braking and driving force product when the wheels of the vehicle V traveling based on the driving force and the braking force calculated by the braking and driving operation unit 422 collide with the step S. The step determination unit 44 determines that the wheels of the vehicle V have collided with the step S when the difference between the speed force product and the braking and driving force product is equal to or greater than the collision determination threshold value.

[0199] According to this, the vehicle control device 1 can accurately detect that the wheels of the traveling vehicle V have collided with the step S by determining that the wheels of the traveling vehicle V have collided with the step S based on the difference between the speed force product and the braking and driving force product.

[0200] (7) In the above embodiment, the control drive calculation unit 422 calculates the speed force product and the control drive force product after the step determination unit 44 determines that the vehicle V has collided with the step S. When the control drive force product after the step determination unit 44 determines that the vehicle V has collided with the step S is equal to or greater than the difference between the speed force product and the control drive force product after the determination that the vehicle V has collided with the step S, the step determination unit 44 determines that the vehicle V has climbed onto the step S.

[0201] In order to avoid a rapid increase in the vehicle speed, it is required to reduce the driving force immediately after the wheel of the traveling vehicle V climbs onto the step S compared to the set value set to cross the step S. Alternatively, it is required to increase the braking force immediately after the wheel climbs onto the step S compared to the set value set to cross the step S.

[0202] On the other hand, by determining that the wheel of the traveling vehicle V has climbed onto the step S based on the control drive force product and the speed force product after it is determined that the vehicle V has collided with the step S, it is possible to accurately detect that the wheel of the traveling vehicle V has climbed onto the step S. Therefore, the vehicle control device 1 can adjust the driving force and the braking force immediately after the wheel climbs onto the step S.

[0203] (8) In the above embodiment, a speed sensor 31 for detecting the roughness of the road surface where the step S exists is provided. The step determination unit 44 changes the contact determination threshold value to a larger value as the roughness of the road surface detected by the speed sensor 31 is rougher. Specifically, when the roughness of the road surface is a concave-convex shape rougher than flat, the collision determination threshold value is set to a bad road threshold value larger than the good road threshold value.

[0204] When the road surface is rough, the driving force required to drive the vehicle V at a constant speed becomes larger compared to the case where the road surface is flat. For this reason, the control drive force product when driving the vehicle V changes between the case where the road surface is rough and the case where the road surface is flat. And the disturbance force product when the wheel of the traveling vehicle V collides with the step S changes between the case where the road surface is rough and the case where the road surface is flat.

[0205] Therefore, by gradually increasing the driving force after the wheel of the traveling vehicle V collides with the step S, the change amount of the disturbance force product that gradually changes varies according to the roughness of the road surface. Therefore, when the collision determination threshold value is a constant value, there is a possibility of misjudging the collision determination with the step S depending on the roughness of the road surface.

[0206] On the other hand, by changing the collision determination threshold value according to the roughness of the road surface, the collision determination threshold value can be made to correspond to the change amount of the disturbance force product that changes according to the roughness of the road surface.

[0207] (9) In the above embodiment, the drive control calculation unit 422 calculates the driving force and the braking force for the vehicle V to travel on the road surface where the step S exists. The force product calculation unit 43 calculates the speed force product and the drive control force product when the wheel of the traveling vehicle V descends from the step S based on the driving force and the braking force calculated by the drive control calculation unit 422. The step determination unit 44 determines that the wheel of the vehicle V has descended from the step S when the difference between the speed force product and the drive control force product is equal to or greater than the descent determination threshold value.

[0208] In order to avoid a rapid increase in the vehicle speed, it is required that the driving force immediately after the wheel of the traveling vehicle V descends from the step S be reduced compared to the set value set before descending from the step S. Alternatively, it is required that the braking force immediately after the wheel descends from the step S be increased compared to the set value set before descending from the step S.

[0209] On the other hand, by determining that the wheel of the vehicle V has descended from the step S based on the drive control force product and the speed force product when the vehicle V descends from the step S, it is possible to accurately detect that the wheel of the vehicle V has descended from the step S. Therefore, the vehicle control device 1 can adjust the driving force and the braking force immediately after the wheel has descended from the step S.

[0210] (10) In the above embodiment, a speed sensor 31 for detecting the roughness of the road surface having the step S is provided. The step determination unit 44 changes the downward determination threshold to a larger value as the roughness of the road surface detected by the speed sensor 31 becomes rougher. Specifically, the step determination unit 44 sets the downward determination threshold to a bad road threshold larger than the good road threshold when the roughness of the road surface is a concave-convex shape rougher than flat.

[0211] When the road surface is rough, the driving force required to drive the vehicle V becomes larger compared to the case where the road surface is flat. For this reason, the braking and driving force product when driving the vehicle V changes between the case where the road surface is rough and the case where the road surface is flat. And the disturbance force product when the wheels of the traveling vehicle V collide with the step S changes between the case where the road surface is rough and the case where the road surface is flat.

[0212] Therefore, by gradually reducing the driving force after the wheels of the traveling vehicle V descend from the step S, the change amount of the disturbance force product that gradually changes changes according to the roughness of the road surface. Therefore, when the downward determination threshold is a constant value, there is a possibility of misjudging the determination that the vehicle has descended from the step S depending on the roughness of the road surface.

[0213] On the other hand, by changing the downward determination threshold according to the roughness of the road surface, the downward determination threshold can be made to correspond to the change amount of the disturbance force product that changes according to the roughness of the road surface.

[0214] (11) In the above embodiment, the step determination unit 44 determines the roughness of the road surface based on the vehicle speed detected by the sensor unit 30.

[0215] According to this, compared with the configuration in which a dedicated sensor for detecting the roughness of the road surface is provided, the configuration of the vehicle control device 1 can be simplified.

[0216] (Other Embodiments) As described above, the representative embodiments of the present disclosure have been described. However, the present disclosure is not limited to the above-described embodiments, and can be variously modified, for example, as follows.

[0217] In the above-described embodiment, an example in which the vehicle control device 1 is configured integrally with the automatic parking system and is capable of executing the automatic parking process executed by the automatic parking system has been described, but the present invention is not limited thereto.

[0218] For example, the vehicle control device 1 may be configured separately from the automatic parking system and may not be capable of executing the automatic parking process. Then, the vehicle control device 1 may execute the above-described control process not during the automatic parking process but when starting the vehicle V by the driver's operation and when driving the vehicle V by the driver's operation.

[0219] In the above-described embodiment, an example in which the change generation source is the step S has been described, but the present invention is not limited thereto. The change generation source includes not only the step S (for example, a stone, etc.) as long as it has a predetermined height and obstructs the travel of the vehicle V and changes the vehicle speed when the vehicle V climbs over or descends.

[0220] In the above-described embodiment, an example in which the contact determination threshold, the collision determination threshold, and the descent determination threshold are set to either the good road threshold or the bad road threshold according to the roughness of the road surface has been described, but the present invention is not limited thereto.

[0221] For example, these contact determination threshold, collision determination threshold, and descent determination threshold may be set to three or more levels according to the roughness of the road surface.

[0222] In the above-described embodiment, an example in which the vehicle control device 1 is applied to an electric vehicle and the torque sensor 34 detects the output torque of the driving motor as the driving force has been described, but the present invention is not limited thereto.

[0223] For example, the vehicle control device 1 may be applied to an automobile equipped with an engine as a drive source. In this case, the torque sensor 34 may be configured to directly detect the driving force output by the engine as the driving force, or may be configured as an accelerator sensor that detects the driving force of the engine by detecting the operation amount of the accelerator pedal.

[0224] In the above-described embodiments, it goes without saying that the elements constituting the embodiments are not necessarily essential, except in cases where it is explicitly stated that they are particularly essential or when they are considered to be clearly essential in principle.

[0225] In the above-described embodiments, when numerical values such as the number, numerical value, quantity, range, etc. of the components of the embodiments are mentioned, they are not limited to the specific number, except in cases where it is explicitly stated that they are particularly essential or when they are clearly limited to a specific number in principle.

[0226] In the above-described embodiments, when referring to the shape, positional relationship, etc. of components, etc., they are not limited to the shape, positional relationship, etc., except in cases where it is explicitly stated and when they are clearly limited to a specific shape, positional relationship, etc. in principle.

[0227] The automatic parking control device 40 and its method of the present disclosure may be realized by a dedicated computer provided by configuring a processor and a memory programmed to execute one or more functions embodied by a computer program. The automatic parking control device 40 and its method of the present disclosure may be realized by a dedicated computer provided by configuring a processor with one or more dedicated hardware logic circuits. The automatic parking control device 40 and its method of the present disclosure may be realized by one or more dedicated computers configured by a combination of a processor and a memory programmed to execute one or more functions and a processor configured by one or more hardware logic circuits. Further, the computer program may be stored in a computer-readable non-transitory tangible recording medium as instructions to be executed by a computer.

[0228] (From the perspective of the present disclosure) The above-described present disclosure can be grasped from, for example, the following perspectives.

[0229] [First perspective] A vehicle control device that controls the driving force and braking force of a vehicle passing through a change generation source (S) that changes the vehicle speed when the vehicle wheels climb over or descend, a force product calculation unit (43) that calculates a force product applied to the vehicle when the vehicle passes through the change generation source and outputs force product information corresponding to the calculated force product; a passage determination unit (44) that determines the passage of the change generation source based on the force product information output by the force product calculation unit; a control drive calculation unit (422) that calculates the driving force and the braking force when passing through the change generation source based on the determination result of the passage determination unit, the force product calculation unit calculates, as the force product information, a speed force product based on the vehicle speed when passing through the change generation source and a control drive force product based on the driving force and the braking force when passing through the change generation source; the passage determination unit determines the passage of the change generation source based on the difference between the speed force product and the control drive force product calculated by the force product calculation unit.

[0230] [Second aspect] the control drive calculation unit calculates the driving force and the braking force for the wheels to start from a state of being in contact with the change generation source and stopped and climb onto the change generation source; the force product calculation unit calculates the speed force product and the control drive force product when the vehicle starts from a state where the wheels are in contact with the change generation source and stopped based on the driving force and the braking force calculated by the control drive calculation unit; the passage determination unit determines that the vehicle is in contact with the change generation source when the difference between the speed force product and the control drive force product is equal to or greater than a contact determination threshold that is a threshold for determining whether the vehicle is in a state of being in contact with the change generation source. The vehicle control device according to the first aspect.

[0231] [Third aspect] a speed detection unit (31) that detects the vehicle speed and outputs information corresponding to the detected vehicle speed; The passing determination unit is a vehicle control device according to the second aspect that determines that the vehicle has climbed onto the change generation source from a state where the wheel is in contact with the change generation source and stopped, based on information corresponding to the vehicle speed output by the speed detection unit.

[0232] [Fourth aspect] The speed detection unit is provided on a plurality of the wheels of the vehicle, The passing determination unit is a vehicle control device according to the third aspect that determines that the vehicle has started and climbed onto the change generation source from a state where the wheel is in contact with the change generation source and stopped, based on information corresponding to the vehicle speed output by the plurality of speed detection units.

[0233] [Fifth aspect] The speed detection unit is provided on the wheel of the vehicle and outputs a number of pulse signals corresponding to the rotation angle of the wheel, When the passing determination unit receives a plurality of the pulse signals from the speed detection unit, it determines that the vehicle has started and climbed onto the change generation source from a state where the wheel is in contact with the change generation source and stopped, which is a vehicle control device according to the third or fourth aspect.

[0234] [Sixth aspect] It includes a road surface detection unit (20, 31, 32) that detects the roughness of the road surface where the change generation source exists, The passing determination unit is a vehicle control device according to any one of the second to fifth aspects that changes the contact determination threshold value to a larger value as the roughness of the road surface detected by the road surface detection unit is rougher.

[0235] [Seventh aspect] The drive and brake calculation unit calculates the driving force and the braking force for the vehicle to travel on the traveling road where the change generation source exists, The force product calculation unit calculates the speed force product and the drive and brake force product when the wheel of the vehicle traveling based on the driving force and the braking force calculated by the drive and brake calculation unit collides with the change generation source, When the difference between the speed force product and the braking and driving force product is equal to or greater than a collision determination threshold value, which is a threshold value for determining whether or not the wheel of the vehicle has collided with the change generation source, the vehicle control device according to any one of the first to sixth aspects, which determines that the wheel of the vehicle has collided with the change generation source.

[0236] [Eighth aspect] The braking and driving operation unit calculates the speed force product and the braking and driving force product after the passage determination unit determines that the vehicle has collided with the change generation source. When the braking and driving force product after the vehicle is determined to have collided with the change generation source is equal to or greater than the difference between the speed force product and the braking and driving force product after the vehicle is determined to have collided with the change generation source, the vehicle control device according to the seventh aspect, which determines that the vehicle has climbed onto the change generation source.

[0237] [Ninth aspect] A road surface detection unit (20, 31, 32) that detects the roughness of the road surface where the change generation source is present is provided. The passage determination unit changes the collision determination threshold value to a larger value as the roughness of the road surface detected by the road surface detection unit becomes rougher, according to the seventh or eighth aspect.

[0238] [Tenth aspect] The braking and driving operation unit calculates the driving force and the braking force for the vehicle to travel on the traveling road where the change generation source is present. The force product calculation unit calculates the speed force product and the braking and driving force product when the wheel of the vehicle traveling based on the driving force and the braking force calculated by the braking and driving operation unit descends from the change generation source. When the difference between the speed force product and the braking and driving force product is equal to or greater than a descent determination threshold value, which is a threshold value for determining whether or not the wheel of the vehicle has descended from the change generation source, the vehicle control device according to any one of the first to ninth aspects, which determines that the wheel of the vehicle has descended from the change generation source.

[0239] [Eleventh aspect] It is provided with a road surface detection unit (20, 31, 32) that detects the roughness of the road surface where the change generation source exists. The passing determination unit is the vehicle control device according to the tenth aspect, in which the rougher the road surface roughness detected by the road surface detection unit, the larger the value of the downhill determination threshold is changed.

[0240] [Twelfth aspect] It is provided with a sensor unit (30) that detects at least one of the vehicle speed and the acceleration of the vehicle. The passing determination unit is the vehicle control device according to any one of the sixth, ninth, and eleventh aspects, which determines the roughness of the road surface based on at least one of the vehicle speed and the acceleration detected by the sensor unit.

Explanation of symbols

[0241] 43 Force product calculation unit 44 Passing determination unit 422 Control drive calculation unit

Claims

1. A vehicle control device that controls the driving force and braking force of a vehicle passing through a change generation source (S) that changes the vehicle speed when the vehicle wheels climb over or descend, comprising: a force product calculation unit (43) that calculates a force product applied to the vehicle when the vehicle passes through the change generation source and outputs force product information corresponding to the calculated force product; a passage determination unit (44) that determines the passage of the change generation source based on the force product information output by the force product calculation unit; a drive and brake calculation unit (422) that calculates the driving force and the braking force when passing through the change generation source based on the determination result of the passage determination unit, wherein the force product calculation unit calculates, as the force product information, a speed force product based on the vehicle speed when passing through the change generation source and a drive and brake force product based on the driving force and the braking force when passing through the change generation source; the passage determination unit is a vehicle control device that determines the passage of the change generation source based on the difference between the speed force product and the drive and brake force product calculated by the force product calculation unit.

2. The drive and brake calculation unit calculates the driving force and the braking force for the vehicle wheels to start from a state of being in contact with the change generation source and stopped and climb onto the change generation source; the force product calculation unit calculates the speed force product and the drive and brake force product when the vehicle starts from a state of being in contact with the change generation source and stopped based on the driving force and the braking force calculated by the drive and brake calculation unit; the passage determination unit determines that the vehicle is in contact with the change generation source when the difference between the speed force product and the drive and brake force product is equal to or greater than a contact determination threshold that is a threshold for determining whether the vehicle wheels are in contact with the change generation source. The vehicle control device according to claim 1.

3. comprising a speed detection unit (31) that detects the vehicle speed and outputs information corresponding to the detected vehicle speed; the passage determination unit determines that the vehicle wheels have climbed onto the change generation source from a state of being in contact with the change generation source and stopped based on the information corresponding to the vehicle speed output by the speed detection unit. The vehicle control device according to claim 2.

4. the speed detection unit is provided on a plurality of the vehicle wheels of the vehicle; The passing determination unit determines, based on information corresponding to the vehicle speeds output by the plurality of speed detection units, that the vehicle has started from a state where the wheels are in contact with and stopped at the change generation source and has climbed onto the change generation source. The vehicle control device according to claim 3.

5. The speed detection unit is provided on the wheels of the vehicle and outputs a number of pulse signals corresponding to the rotation angle of the wheels. When the passing determination unit receives a plurality of the pulse signals from the speed detection unit, it determines that the wheels have started from a state where they are in contact with and stopped at the change generation source and have climbed onto the change generation source. The vehicle control device according to claim 3 or 4.

6. A road surface detection unit (20, 31, 32) for detecting the roughness of the road surface where the change generation source exists is provided. The passing determination unit changes the contact determination threshold value to a larger value as the roughness of the road surface detected by the road surface detection unit is rougher. The vehicle control device according to claim 2.

7. The drive and brake calculation unit calculates the driving force and the braking force for the vehicle to travel on the travel path where the change generation source exists. The force product calculation unit calculates the speed force product and the drive and brake force product when the wheels of the vehicle traveling based on the driving force and the braking force calculated by the drive and brake calculation unit collide with the change generation source. When the difference between the speed force product and the drive and brake force product is equal to or greater than a collision determination threshold value, which is a threshold value for determining whether the wheels of the vehicle have collided with the change generation source, the passing determination unit determines that the wheels of the vehicle have collided with the change generation source. The vehicle control device according to claim 1.

8. The drive and brake calculation unit calculates the speed force product and the drive and brake force product after the passing determination unit determines that the vehicle has collided with the change generation source. When the drive and brake force product after it is determined that the vehicle has collided with the change generation source is equal to or greater than the difference between the speed force product and the drive and brake force product after it is determined that the vehicle has collided with the change generation source, the passing determination unit determines that the vehicle has climbed onto the change generation source. The vehicle control device according to claim 7.

9. A road surface detection unit (20, 31, 32) for detecting the roughness of the road surface where the change generation source exists is provided. The passing determination unit changes the collision determination threshold value to a larger value as the roughness of the road surface detected by the road surface detection unit is rougher. The vehicle control device according to claim 7.

10. The control drive calculation unit calculates the driving force and the braking force for the vehicle to travel on the road section where the change generation source exists. The force product calculation unit calculates the speed force product and the control drive force product when the wheels of the vehicle traveling based on the driving force and the braking force calculated by the control drive calculation unit go down from the change generation source. The passing determination unit determines that the wheels of the vehicle have gone down from the change generation source when the difference between the speed force product and the control drive force product is equal to or greater than a downward determination threshold, which is a threshold for determining whether the wheels have gone down from the change generation source. The vehicle control device according to claim 1. **Claim 11** The vehicle control device includes a road surface detection unit (20, 31, 32) that detects the roughness of the road surface where the change generation source exists. The passing determination unit changes the downward determination threshold to a larger value as the roughness of the road surface detected by the road surface detection unit is rougher. The vehicle control device according to claim 10. **Claim 12** The vehicle control device includes a sensor unit (30) that detects at least one of the vehicle speed and the acceleration of the vehicle. The passing determination unit determines the roughness of the road surface based on at least one of the vehicle speed and the acceleration detected by the sensor unit. The vehicle control device according to any one of claims 6, 9, and 11.

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