Vehicular control device

Abstract

To provide a vehicular control device that can properly control braking force and driving force of a vehicle having 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, comprises: a passage determining part (44) that determines whether the vehicle has passed on the variation generation source; 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; and a braking / driving force calculating part (422) that calculates driving force and braking force of the vehicle just having passed on the variation generation source, on the basis of the impulse-information. The impulse calculating part calculates speed impulse based on the vehicle speed that varies when the vehicle passes on the variation generation source and braking / driving impulse based on the driving force and the braking force which vary when the vehicle passes on the variation generation source. When the passage determining part determines that the vehicle has passed on the variation generation source, the braking / driving force calculating part calculates driving force and braking force, on the basis of variations of disturbance impulse at the time when the vehicle passes on the variation generation source.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, when stepping harder on the accelerator to obtain a large driving force for crossing the step, it is necessary to quickly perform a braking operation after the accelerator operation in order to avoid a rapid increase in vehicle speed.

[0003] Conventionally, there is known a vehicle control device that applies a slight braking force to such an extent that substantially no braking force is applied to the wheels when it is determined that the vehicle is climbing a step, for the required accelerator operation and braking operation. (For example, see Patent Document 1).

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] By the way, the braking force applied to the wheels when the vehicle climbs a step changes according to the driving force for crossing the step. For this reason, when the braking force applied to the wheels when the vehicle climbs a step is not appropriate, the vehicle speed cannot be adjusted appropriately.

[0006] For example, if the braking force actually applied to the wheels is insufficient compared to the necessary braking force to avoid a sharp increase in vehicle speed, there is a risk that the vehicle speed cannot be prevented from rising sharply after crossing a step. Also, if the braking force actually applied to the wheels is excessively large compared to the necessary braking force to avoid a sharp increase in vehicle speed, there is a risk that the vehicle will decelerate more than necessary after crossing a step.

[0007] Therefore, when the vehicle travels on a road surface where there is a change source that changes the vehicle speed such as a step, it is required to appropriately control the braking force and driving force of the vehicle after passing through the change source. However, Patent Document 1 does not describe the specific braking force applied to the wheels.

[0008] In view of the above points, an object of the present disclosure is to provide a vehicle control device capable of appropriately controlling the braking force and driving force of a vehicle after passing through a change source.

Means for Solving the Problems

[0009] According to one aspect of the present disclosure, A vehicle control device that controls the driving force and braking force of a vehicle that passes through a change source (S) that changes the vehicle speed by the vehicle's wheels crossing or descending, A passage determination unit (44) that determines that the vehicle has passed through the change source, A force product calculation unit (43) that calculates the force product applied to the vehicle when the vehicle passes through the change source and outputs force product information corresponding to the calculated force product, A drive and brake calculation unit (422) that calculates the driving force and braking force of the vehicle after passing through the change source based on the force product information, and is provided with, The force product calculation unit calculates a speed force product based on the vehicle speed that changes when passing through the change source and a drive and brake force product based on the driving force and braking force that change when passing through the change source, When the drive and brake calculation unit uses the difference between the speed force product and the drive and brake force product as the disturbance force product, when the passage determination unit determines that the vehicle has passed through the change source, it calculates the driving force and braking force based on the change amount of the disturbance force product when passing through the change source.

[0010] Here, the disturbance force product, which is the difference between the speed force product and the control driving force product, is the force product that the vehicle receives from the disturbance when passing through the change source, and is a factor that causes the vehicle speed to increase rapidly after passing through the change source. Therefore, by calculating the driving force and the braking force based on the change amount of the disturbance force product that causes the vehicle speed to increase rapidly after passing through the change source, it is possible to suppress the braking force and the driving force after passing through the change source from being excessive or insufficient. Therefore, it is possible to appropriately control the braking force and the driving force of the vehicle immediately after passing through the change source.

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

Brief Description of the Drawings

[0012]

Figure 1

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Figure 15

Mode for Carrying Out the Invention

[0013] An embodiment of the present disclosure will be described with reference to FIGS. 1 to 15. 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 a parking space. The vehicle control device 1 of the present disclosure is integrally configured with the automatic parking system and is capable of executing 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 around 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 a signal including the detected information to the automatic parking control device 40 as sensing information 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 configured by a wheel speed sensor that detects the rotation of the wheels of the host vehicle. The speed sensor 31 is provided near each of the four wheels of the host vehicle, and outputs a detection signal in a quantity corresponding to the rotation angle of each of the four wheels as a wheel speed pulse. Every time the wheel makes one rotation, the speed sensor 31 outputs a pulse signal a preset number of times of design (for example, 96 times) according to the rotation angle of the wheel. 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 with respect to 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 for detecting 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 controlling the supply power to the inverter and adjusting the rotational force of the traveling motor transmitted 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 fluid pressure supplied to the wheel cylinders and controlling the frictional force generated by pressing the brake pads against the brake rotors. 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 to control 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 driving route to the target parking position. The parking position calculation unit 41 obtains the target parking position and the target driving 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 stop 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 in the target driving route when moving the host vehicle along the target driving 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 of 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 driving 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 the wheel cylinder provided for 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 driving route.

[0032] The control drive calculation unit 422 transmits the information of the obtained driving force to the drive ECU 51 of the drive system 50, and transmits the information of 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 braking force output by the brake system 60 by controlling the actuator so that the brake fluid pressure approaches the target hydraulic pressure.

[0035] Although not shown in the figure, the vehicle control device 1 according to 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 is controlled so that the steering angle of the steering wheel becomes the target steering angle 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 driving motor so that the output driving force approaches the target driving force obtained by the drive and brake 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 and brake calculation unit 422.

[0037] By the way, as shown in FIG. 2, there may be a step S on the travel route 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 stationary 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 when the vehicle V starting from a stopped state 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 the vehicle V descends from the step S is that when the vehicle V descends from the step S, due to receiving gravity, it receives a load caused by gravity in the vertical direction, that is, the downward side 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 travels over the step S and when starting 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 without the step S or starting on a flat road surface without the 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 as compared to the case where the step S does not exist. 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 as compared to the case where the step S does not exist.

[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 may be required to decrease the driving force immediately after the wheels climb onto the step S as compared to the set value set to cross over the step S. Also, it may be required to increase the braking force immediately after the wheels climb onto the step S as compared to the set value set to cross over the step S.

[0041] Therefore, it is required that the drive control calculation unit 422 reduces the set value of the driving force immediately after the wheel rides onto the step S as compared with that before the wheel rides onto the step S, or increases the set value of the braking force immediately after the wheel rides onto the step S as compared with that before the wheel rides onto the step S.

[0042] Further, 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 may be required to reduce the driving force immediately after the wheel descends from the step S as compared with the set value set before descending from the step S. Also, the braking force immediately after the wheel descends from the step S may be required to be increased as compared with the set value set before descending from the step S.

[0043] Therefore, it is required that the drive control calculation unit 422 reduces the set value of the driving force immediately after the wheel descends from the step S as compared with that before the wheel descends from the step S, or increases the set value of the braking force immediately after the wheel descends from the step S as compared with that before the wheel descends from the step S.

[0044] Therefore, when passing through the step S which is a source of change for changing the speed of the vehicle V, the vehicle control device 1 of the present embodiment accurately determines the passage of the step S and appropriately controls the driving force and the braking force of the vehicle V immediately after passing through the step S. As shown in FIG. 1, the vehicle control device 1 of the present embodiment includes a step determination unit 44 that determines the passage of the step S and a force product calculation unit 43 that determines the information necessary for obtaining the driving force and the braking force immediately after the passage of the step S when the step determination unit 44 determines the passage of the step S.

[0045] When the wheel of the vehicle V in motion collides with the step S, the step determination unit 44 detects the collision of the wheel with the step S. Also, when the vehicle V in a stopped state starts moving from a state where the wheel is in contact with the step S, the step determination unit 44 detects that the wheel is 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. Additionally, 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 obtained from the force-moment 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 source of change. The details of the determination method will be described later.

[0046] The force-moment product calculation unit 43 calculates the force-moment 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. Further, the force-moment product calculation unit 43 calculates the force-moment product applied to the vehicle V due to the passage of the step S as the information necessary for the drive and brake control calculation unit 422 to appropriately determine the driving force and braking force of the vehicle V immediately after the passage of the step S. The force-moment product calculation unit 43 calculates the force-moment 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 the force-moment product information corresponding to the calculated force-moment product to the step determination unit 44 and the drive and brake control calculation unit 422. The details of the method for calculating the force-moment product and the method for calculating the driving force and braking force immediately after the passage of the step S will be described later.

[0047] Subsequently, 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. Also, the control processes shown in FIG. 3 and FIG. 4 include the control process executed when the vehicle V passes over the step S.

[0048] 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.

[0049] 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.

[0050] When a start signal for automatic parking 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.

[0051] 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.

[0052] Subsequently, in step S120, the vehicle speed control unit 42 obtains the set values of the control target devices to be actuated 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 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 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. Additionally, the drive control calculation unit 422 obtains the target steering angle of the steering wheel required to drive the host vehicle along the target travel route.

[0053] Subsequently, in step S130, the automatic parking control device 40 transmits the information of the various set values obtained by the drive control calculation unit 422 to the drive system 50, the braking system 60, and the steering system. Specifically, the drive 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 braking system 60, and transmits the information of the obtained steering angle to the steering system.

[0054] Thereby, 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.

[0055] 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.

[0056] 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 its 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 stationary vehicle V are in contact with the step S.

[0057] Then, 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 stationary 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 sudden increase in the vehicle speed after crossing the step S, the driving force after crossing the step S needs to be reduced compared to the driving force set large for crossing the step S. Also, in order to avoid a sudden increase in the vehicle speed after crossing the step S, the braking force after crossing the step S needs to be increased compared to the braking force before crossing the step S.

[0058] 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 before the vehicle V climbs onto the step S, it determines whether the wheels are in contact with or colliding with 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.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] (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 force product becomes smaller than 0 while the vehicle speed is decreasing and becomes larger than 0 while the vehicle speed is increasing. Note that when the vehicle speed is constant and there is no acceleration or deceleration, and when the vehicle V is stopped, the vehicle acceleration a becomes 0. In this case, the speed force product is 0.

[0063] The force product calculation unit 43 acquires information on the vehicle acceleration a for obtaining the speed force product from the sensor unit 30. As the vehicle acceleration a for obtaining the speed force product, information on the acceleration detected by the acceleration sensor 32 of the sensor unit 30 may be used, or a differential value obtained by differentiating the speed detected by the speed sensor 31 may be used. In the present embodiment, the force product calculation unit 43 uses the differential value of the speed detected by the speed sensor 31 as the vehicle acceleration a. As the vehicle weight M, a preset design value may be used.

[0064] As shown in FIG. 6, the magnitude of the speed force 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 force product becomes smaller than before colliding with the step S.

[0065] When the vehicle V collides with the step S, the set value of the driving force set by the control drive calculation unit 422 to cross the step S may need 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 drive calculation unit 422 may need to be decreased from the set value increased to cross the step S.

[0066] Thus, when the traveling vehicle V collides 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 has collided with the step S. Further, immediately after the wheel has climbed onto the step S, in order for the control drive calculation unit 422 to reduce the set value of the driving force, it is required to accurately detect that the wheel has climbed onto the step S after the wheel has collided with the step S.

[0067] Also, when the vehicle V is stopped while the wheel is in contact 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 running of the vehicle V is hindered by the step S. Therefore, when starting the vehicle V to cross the step S, the set value of the driving force set by the control drive 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.

[0068] 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 has been in contact with the step S since before starting.

[0069] 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 running, that is, until the wheel starts to climb onto the step S. Therefore, the speed-power product does not change from 0 until the wheel starts to climb onto the step S. Then, when the vehicle V starts running and the wheel starts to climb onto the step S, the speed-power product increases from 0.

[0070] However, even when the vehicle V starts from a state where its wheels have not collided with the step S before starting and the wheels are not in contact with the step S, the vehicle speed is 0 until the vehicle V starts to move. Therefore, even when the vehicle V starts from a state where the wheels are not in contact with the step S, the speed force product does not change from 0 until the wheels begin to climb onto the step S. And when the vehicle V begins to start moving, the speed force product increases from 0.

[0071] Thus, regardless of whether the wheels are in contact with the step S or not, the magnitude of the speed force product is 0 until the vehicle V starts to move, and it increases from 0 when the vehicle V begins to start moving.

[0072] Therefore, in the method of detecting the change in the speed force product, it is not possible to accurately detect whether the wheels have been in contact with the step S since before starting. Also, even if an increase in the speed force product is detected, it is not possible to determine whether the vehicle V started from a state where the wheels were in contact with the step S or from a state where the wheels were not in contact with the step S.

[0073] However, the driving force and the braking force are different between the case where the speed force product decreases due to the collision of the wheels with the step S and the case where the speed force product decreases due to the braking operation by the driver. Therefore, based on the difference between the driving force and the braking force, it is possible to accurately detect that the wheels of the vehicle V are in contact with or have 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 wheels 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.

[0074] During the execution of the automatic parking process that repeatedly executes the processes of steps S100 to S140, the vehicle speed control unit 42 adjusts the driving force and the braking force in order to drive the host vehicle 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 and brake calculation 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 other hand, when the vehicle V is stopped or decelerated during the execution of the automatic parking process, the drive and brake calculation unit 422 makes the set value of the braking force larger than the set value of the driving force.

[0075] Also, when the vehicle speed decreases due to the wheels colliding with the step S while traveling at the target speed during the execution of the automatic parking process, the vehicle speed deviates from the target speed. Then, the automatic parking control device 40 repeatedly executes the processes of steps S100 to S140, so that the drive and brake calculation 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.

[0076] For this reason, 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 brake 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 brake system 60 increases as the speed-power product decreases. This is because when attempting to accelerate the vehicle V, the drive and brake calculation unit 422 sets the set value of the driving force to be larger than the set value of the braking force.

[0077] 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 brake system 60 decreases as the speed-power product decreases. This is because when decelerating or stopping the vehicle V, the drive and brake calculation unit 422 sets the set value of the braking force to be larger than the set value of the driving force.

[0078] As described above, the driving force and the braking force are different 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. And the force product applied to the vehicle V can be obtained based on the driving force and the braking force in addition to being obtained based on the vehicle speed.

[0079] Also, when the vehicle speed changes by crossing the step S, a difference occurs between the speed force 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. Further, even when starting the vehicle V from the state where the wheel is in contact with the step S, a difference occurs between the speed force 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. Hereinafter, the force product obtained based on the driving force and the braking force is defined as the control driving force product.

[0080] 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.

[0081] The vehicle control device 1 according to the present embodiment has the force product calculation unit 43 obtain the control driving force product in addition to the speed force product. 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 a 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 force product information.

[0082] (Equation 2) Control driving force product = ∫(driving F1 + braking F2) When the sum of driving force F1 and braking force F2 becomes smaller than 0 because driving force F1 is smaller than braking force F2, the product of the driving and braking forces becomes smaller than 0. That is, when adjusting driving force F1 and braking force F2 to decelerate or stop vehicle V, the product of the driving and braking forces becomes smaller than 0.

[0083] On the other hand, when the sum of driving force F1 and braking force F2 becomes larger than 0 because driving force F1 is larger than braking force F2, the product of the driving and braking forces becomes larger than 0. That is, when adjusting driving force F1 and braking force F2 to accelerate vehicle V, the product of the driving and braking forces becomes larger than 0.

[0084] Also, for example, when the magnitudes of driving force F1 and braking force F2 are equal to each other, in a state where vehicle V is traveling at a constant speed without accelerating or decelerating and in a state where vehicle V is stopped, the product of the driving and braking forces becomes 0.

[0085] Driving force F1 may be calculated based on a set value set by the driving and braking operation unit 422, that is, based on the target rotational speed of the driving motor, or may be calculated based on a measured value of the output torque of the driving motor detected by the torque sensor 34. Also, braking force F2 may be calculated based on a set value set by the driving and braking operation unit 422, that is, based on the target hydraulic pressure of the brake fluid supplied to the wheel cylinder. Also, braking force F2 may be calculated based on a measured value of the braking force generated in the braking system 60 detected by the brake sensor 35.

[0086] When calculating the product of the driving and braking forces, by using the measured values detected by the torque sensor 34 and the brake sensor 35 as compared to using the set values of the driving force and the braking force respectively set by the driving and braking operation unit 422, the error of the calculated product of the driving and braking forces can be suppressed.

[0087] Thus, similar to the speed force product, when accelerating vehicle V, the magnitude of the control driving force product increases, and when decelerating vehicle V, the magnitude decreases. When vehicle V does not receive an external force, the speed force product and the control driving force product are approximately equal in magnitude. That is, when vehicle V is not affected by disturbances, the speed force product and the control driving force product are approximately 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.

[0088] However, as described above, when the wheels of vehicle V running 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 as long as 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, the magnitude of the control driving force product increases when it changes such that the value obtained by adding the driving force and the braking force increases.

[0089] Therefore, when vehicle V receives a force from the step S outside vehicle V during driving, the speed force product and the control driving force product will have different magnitudes. That is, when vehicle V is affected by disturbances, the magnitude of the speed force product will deviate from the magnitude of the control driving force product. In other words, due to the force product received from the disturbance, the magnitude of the speed force product and the magnitude of the control driving force product deviate from each other.

[0090] Also, as described above, the speed force product is 0 when vehicle V is in a stopped state. Therefore, when starting vehicle V from a state where the wheels of vehicle V are colliding with the step S, even when increasing the driving force to start vehicle V, the speed force product remains 0 until vehicle V begins to start running. In contrast, the control driving force product increases in magnitude from 0 even when vehicle V is in a stopped state by increasing the driving force to start vehicle V.

[0091] Therefore, when starting the vehicle V from a state where the wheel has collided with the step S, the speed force product and the driving and braking force product will have different magnitudes. That is, when the vehicle V receives a force from the step S which is outside the vehicle V, the magnitude of the driving and braking force product will deviate from the magnitude of the speed force product. In other words, the force product received from the disturbance causes the magnitudes of the speed force product and the driving and braking force product to deviate. Hereinafter, the force product received from the step S which is a disturbance factor when the wheel of the vehicle V running on the road surface collides with the step S and when starting the vehicle V from a state where the wheel has collided with the step S is defined as the disturbance force product. The disturbance force product can be obtained by subtracting the driving and braking force product from the speed force product as shown in the following mathematical formula 3.

[0092] (Mathematical formula 3) Disturbance force product = Speed force product - Driving and braking force product For this reason, in the automatic parking control device 40 of the present embodiment, the force product calculation unit 43 calculates the speed force product and the driving and braking force product, and based on the speed force product and the driving and braking force product calculated by the force product calculation unit 43, the step determination unit 44 determines the collision with the step S and the state of being in contact with the step S. A method for determining whether the wheel has collided with the step S and whether the wheel before starting is in contact with the step S will be described with reference to FIGS. 3, 8, and 9.

[0093] In step S12, the force product calculation unit 43 calculates the speed force product and the driving and braking 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. Further, the force product calculation unit 43 calculates the driving and braking 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 driving and braking force product information to the step determination unit 44 and the driving and braking calculation unit 422.

[0094] In the subsequent step S14, the step difference determination unit 44 determines whether the vehicle V is in motion based on the information acquired from the sensor unit 30. For example, when the detection value detected by the speed sensor 31 is not zero, the step difference determination unit 44 determines that the vehicle V is in motion. When the detection value detected by the speed sensor 31 is zero, the step difference determination unit 44 does not determine that the vehicle V is in motion. When the step difference determination unit 44 does not determine that the vehicle V is in motion, it executes the process of step S16. When it determines that the vehicle V is in motion, it executes the process of step S32.

[0095] In step S16, the step difference determination unit 44 determines whether the wheels of the vehicle V before starting are in contact with the step S based on the information of the speed force product and the control driving force product received from the force product calculation unit 43. Specifically, the step difference determination unit 44 calculates the disturbance force product, which is the difference between the speed force product and the control driving force product, based on the information of the speed force product and the control driving force product, and determines whether the wheels of the vehicle V before starting are in contact with the step S based on the calculated disturbance force product. When it determines 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.

[0096] Also, when it is determined that the vehicle V is in motion, in step S32, the step difference determination unit 44 determines whether the wheels of the vehicle V during travel have collided with the step S based on the information of the speed force product and the control driving force product received from the force product calculation unit 43. Specifically, the step difference determination unit 44 calculates the disturbance force product, which is the difference between the speed force product and the control driving force product, based on the information of the speed force product and the control driving force product, and determines whether the wheels of the vehicle V during travel have collided with the step S based on the calculated disturbance force product. When it determines that the wheels of the vehicle V during travel have collided with the step S, the automatic parking control device 40 executes the processes after step S34.

[0097] A method for determining whether the wheels of the vehicle V before starting are in contact with the step S based on the disturbance force product by the step determination unit 44 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.

[0098] 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 to stop the vehicle V.

[0099] 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 is started based on various set values obtained by the drive control 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. Thereby, the driving system outputs the driving force. Among the vehicle speeds shown in FIG. 8, the broken 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. Thereby, the braking system 60 stops outputting the braking force.

[0100] Here, as shown in FIG. 8, it is assumed that 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, so that the vehicle V cannot start due to the step S that is a factor of disturbance even if the driving motor outputs a driving force. In this case, immediately after the driving motor outputs the driving force, the vehicle speed remains 0. Therefore, in a state where the start of the vehicle V is hindered by the step S, the speed force product remains 0.

[0101] Also, when the start of the vehicle V is hindered by the step S, the vehicle speed detected by the vehicle speed sensor 31 deviates from the target speed. And the deviation amount between the vehicle speed detected by the vehicle 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 drive system 50 gradually increases over time. And the control driving force product increases as time passes.

[0102] Therefore, the disturbance force product obtained by subtracting the control driving force product from the speed force product becomes smaller away from 0 over time as shown in FIG. 8. That is, the absolute value of the disturbance force product increases over time.

[0103] Here, in step S16, when the 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 contact with the step S. In other words, the step determination unit 44 determines that the wheels of the vehicle V before starting are in contact with the step S when the absolute value of the difference between the speed force product and the control driving force product is equal to or greater than the contact determination threshold value.

[0104] The contact determination threshold value is a predetermined threshold value set in advance 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. Also, 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.

[0105] 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 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.

[0106] In addition, 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 predetermined 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.

[0107] Then, the contact determination threshold value is set to be changeable between a good road threshold value to which a predetermined addition value is added when the road surface is flat and a bad road threshold value to which a predetermined addition value is added when the road surface has a rough uneven shape according to the roughness of the road surface. 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.

[0108] 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. 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 a rough uneven shape and sets the contact determination threshold value to a bad road threshold value larger than the good road threshold value.

[0109] 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, the resistance received by the vehicle V from the road surface is smaller than when the road surface has a rough uneven shape when the vehicle V travels on the road surface. That is, when the resistance received from the road surface is small, it is easier for the speed of the vehicle V to approach the target speed.

[0110] 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.

[0111] 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 peripheral monitoring unit 10, or may detect it based on reflected waves from the road surface acquired by the sonar, millimeter wave radar, and LIDAR of the peripheral monitoring unit 10, respectively.

[0112] When the step determination unit 44 determines in step S16 that the wheels of the vehicle V before starting are in contact with the step S, the information of the determination result is transmitted 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.

[0113] In step S18, the control drive calculation unit 422 obtains the driving force required to cross 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 cross 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.

[0114] Then, in step S20, the control drive calculation unit 422 transmits the information on the driving force required to cross the calculated step S to the drive ECU 51 of the drive system 50.

[0115] As a result, the driving force output by the traveling motor becomes greater than the set value set when the automatic parking start signal is input.

[0116] In the 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 number of determination times.

[0117] 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.

[0118] As described above, every time the wheel makes one rotation, the speed sensor 31 outputs the designed number of pulse signals as shown in FIG. 9 according to the rotation angle of the wheel. For this reason, the rotation angle of the wheel can be obtained based on the number of pulse signals. 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 traveled 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.

[0119] 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. Therefore, the step determination unit 44 determines that the wheels have climbed onto the step S when it has received the pulse signals received from the speed sensor 31 three times after it has been determined that the wheels are 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 more the number of determinations, the later the time until it is determined that the wheels 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.

[0120] 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 of the speed sensors 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 signals 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 signals the number of determination times from all four speed sensors 31.

[0121] 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 the information of 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.

[0122] As described above, the vehicle control device 1 of this embodiment can accurately detect that the wheels have climbed onto the step S by determining 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 based on the number of pulse signals received from the speed sensor 31.

[0123] In step S26, the control drive operation unit 422 obtains the driving force immediately after climbing onto the step S and the braking force immediately after climbing onto the step S based on the determination result of the step determination unit 44 and the information on the speed force product and the control drive force product calculated by the force product operation unit 43. For example, the control drive operation 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 S18 by a preset reduction amount for overcoming the step S. In the present embodiment, the control drive operation unit 422 sets the set value of the driving force immediately after climbing onto the step S to 0.

[0124] Incidentally, if the braking force immediately after climbing onto the step S calculated in step S26 is insufficient or the reduction amount of the driving force is insufficient with respect to the driving force calculated in step S18 for overcoming the step S, there is a risk that the vehicle speed will increase rapidly after overcoming the step S. Further, if the braking force immediately after climbing onto the step S calculated in step S26 is excessive with respect to the driving force calculated in step S18 for overcoming the step S, there is a risk that the vehicle V will decelerate more than necessary after overcoming the step S. Therefore, the vehicle control device 1 of the present embodiment appropriately calculates the braking force and the driving force immediately after the control drive operation unit 422 climbs over the step S so that the braking force and the driving force after climbing over the step S are not excessive or insufficient.

[0125] A calculation method when the control drive operation unit 422 sets the braking force and the driving force will be described with reference to FIGS. 10 and 11.

[0126] As described above, the automatic parking control device 40 repeatedly executes the processes of steps S18 to S24 until it is determined that the wheels of the vehicle V have climbed onto the step S, and increases the driving force by a preset increase amount for each control cycle. Then, as shown in FIG. 10, the disturbance force product obtained by subtracting the control drive force product from the speed force product becomes smaller so as to move away from 0 with the passage of time. Specifically, the disturbance force product becomes smaller in a stepwise manner with the passage of time so that its absolute value becomes larger.

[0127] Here, when the vehicle V before climbing the step S is in a stopped state, the disturbance force product obtained by subtracting the control driving force product from the speed force product increases in absolute value as the control driving force product increases. And in the present embodiment, as described above, the set value of the braking force when executing the automatic parking process is set to 0. Therefore, the disturbance force product that decreases in absolute value in a stepwise manner changes every control cycle according to the change amount of the driving force that increases by a preset increase amount each time.

[0128] By the way, when the driving force increases by a preset increase amount each time and the driving force becomes greater than the driving force required to cross the step S, the wheels of the vehicle V climb onto the step S, so the step determination unit 44 determines that it has climbed onto the step S. For this reason, the disturbance force product required when it is determined that the wheels of the vehicle V have climbed onto the step S is the disturbance force product immediately after the vehicle V has climbed onto the step S. On the other hand, the disturbance force product obtained in the control cycle immediately before the timing when it is determined that the wheels of the vehicle V have climbed onto the step S is the disturbance force product immediately before the vehicle V climbs onto the step S.

[0129] And the disturbance force product required when it is determined that the wheels of the vehicle V have climbed onto the step S is the disturbance force product when the driving force calculated by the control driving force calculation unit 422 becomes greater than the driving force required to cross the step S. Also, the disturbance force product obtained in the control cycle immediately before the timing when it is determined that the wheels of the vehicle V have climbed onto the step S is the disturbance force product immediately before the timing when the driving force calculated by the control driving force calculation unit 422 becomes greater than the driving force required to cross the step S.

[0130] In addition, the difference between the disturbance force product required when it is determined that the wheel of the vehicle V has climbed onto the step S and the disturbance force product required immediately before the timing when it is determined that the wheel of the vehicle V has climbed onto the step S is the change amount of the disturbance force product that decreases for each control cycle. The difference between the disturbance force product when it is determined that the vehicle has climbed onto the step S and the disturbance force product immediately before the timing when it is determined that the vehicle has climbed onto the step S is the change amount of the force product received from the step S that becomes a disturbance when the vehicle V climbs onto the step S. And the difference in the disturbance force product is an excess disturbance force product component that causes the vehicle speed of the vehicle V to increase rapidly when the vehicle V climbs onto the step S.

[0131] Therefore, it is required that the braking force and the driving force after climbing onto the step S be set based on the difference between the disturbance force product when it is determined that the vehicle has climbed onto the step S and the disturbance force product immediately before the timing when it is determined that the vehicle has climbed onto the step S. Hereinafter, the difference between the disturbance force product required when it is determined that the wheel of the vehicle V has climbed onto the step S and the disturbance force product required immediately before the timing when it is determined that the wheel of the vehicle V has climbed onto the step S is referred to as the climbing change amount.

[0132] The braking and driving operation unit 422 calculates the braking force and the driving force immediately after the wheel of the vehicle V has climbed onto the step S based on the climbing change amount. In other words, the braking and driving operation unit 422 calculates the braking force and the driving force immediately after the vehicle V has passed through the step S based on the change amount of the disturbance force product when passing through the step S.

[0133] Specifically, in order to avoid the vehicle V from accelerating rapidly immediately after the wheel has climbed onto the step S, the braking and driving operation unit 422 of the present embodiment makes the set value of the driving force immediately after climbing onto the step S approach 0 as much as possible.

[0134] Also, in order to avoid the vehicle V from accelerating rapidly immediately after the wheel gets onto the step S, the control drive calculation unit 422 increases the set value of the braking force from 0 immediately after getting onto the step S, and then decreases the braking force to 0 so that the vehicle speed approaches the target speed. For this reason, the control drive force product based on the braking force and the driving force set by the control drive calculation unit 422 gradually increases as the braking force increases immediately after it is determined that the vehicle has gotten onto the step S, as shown in FIG. 11, and then gradually decreases as the braking force decreases.

[0135] The control drive calculation unit 422 of the present embodiment calculates the braking force immediately after getting onto the step S so that the difference between the absolute value of the control drive force product immediately after getting onto the step S and the absolute value of the getting-on change amount approaches 0. Specifically, the control drive calculation unit 422 calculates the braking force immediately after getting onto the step S so that the absolute value of the control drive force product immediately after getting onto the step S is equal to the absolute value of the getting-on change amount.

[0136] Here, the absolute value of the control drive force product immediately after getting onto the step S is the control drive force product component indicated by the hatched lines shown in FIG. 11. Also, the getting-on change amount, which is the difference between the disturbance force product obtained when it is determined that the wheel of the vehicle V has gotten onto the step S and the disturbance force product obtained immediately before the timing when it is determined that the wheel of the vehicle V has gotten onto the step S, is the disturbance force product component indicated by the hatched lines shown in FIG. 10. The control drive calculation unit 422 of the present embodiment sets the braking force immediately after getting onto the step S so that the area of the portion indicated by the hatched lines of the disturbance force product shown in FIG. 10 is equal to the area of the portion indicated by the hatched lines of the control drive force product shown in FIG. 11.

[0137] Incidentally, in order to avoid the vehicle V from accelerating rapidly immediately after the wheel rides over the step S, it is desirable to change the braking force to the required magnitude as quickly as possible. Further, after the braking force has been increased to the required magnitude, in order to bring the vehicle speed closer to the target speed, it is desirable to change the braking force from the braking force set to avoid rapid acceleration to 0 as quickly as possible. For this reason, the control drive calculation unit 422 transmits the calculated braking force information to the braking system 60 so that the braking force output by the braking system 60 changes to the calculated set value as quickly as possible.

[0138] However, the maximum value of the change amount of the acceleration per unit time of the vehicle V that can be changed by the braking force output by the braking system 60 is limited in advance by the performance of the braking system 60. In other words, the jerk of the vehicle V that decreases by increasing the braking force and the jerk of the vehicle V that increases by decreasing the braking force have limits depending on the performance of the braking system 60. For example, it is difficult to instantaneously change the braking force to the required magnitude immediately after the wheel rides over the step S. Also, it is difficult to instantaneously set the braking force to 0 after changing the braking force to the required magnitude.

[0139] Here, the maximum value of the acceleration per unit time of the vehicle V that decreases by increasing the braking force output by the braking system 60 is defined as the maximum jerk. Also, the minimum value of the acceleration per unit time of the vehicle V that increases by decreasing the braking force output by the braking system 60 is defined as the minimum jerk. The maximum jerk and the minimum jerk are determined in advance depending on the characteristics of an actuator (not shown) etc. that the braking system 60 which adjusts the brake hydraulic pressure has.

[0140] When the control drive calculation unit 422 of the present embodiment increases the braking force immediately after riding over the step S to decelerate the vehicle V, it sets the braking force so that the decrease amount of the acceleration per unit time of the vehicle V becomes the maximum jerk. Also, when the control drive calculation unit 422 decelerates the vehicle V immediately after riding over the step S and then accelerates the vehicle V, it sets the braking force so that the increase amount of the acceleration per unit time of the vehicle V becomes the minimum jerk.

[0141] Returning to FIG. 3, in step S28, the control drive 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 braking system 60.

[0142] 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.

[0143] Also, the braking force output by the braking system 60 becomes larger than the set value set in step S18. Specifically, the driving force output by the braking 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.

[0144] Then, in step S30, the automatic parking control device 40 controls the vehicle V with the driving force and the braking force set in step S26 for a predetermined time, and then 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.

[0145] Subsequently, a method for determining by the step determination unit 44 whether the wheels of the traveling vehicle V have collided with the step S based on the disturbance force product and control processing 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. 12.

[0146] 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. 12, 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 driving / braking force product remain at 0. Here, as shown in FIG. 12, when the wheels of the traveling vehicle V collide with the step S, the vehicle speed drops below the target speed. Among the vehicle speeds shown in FIG. 12, the dashed line indicates the target speed, and the solid line indicates the speed of the vehicle V detected by the speed sensor 31.

[0147] 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.

[0148] Then, when the vehicle speed detected by the speed sensor 31 deviates from the target speed, the driving force setting value is gradually increased and the braking force setting value is gradually decreased over time by the driving / braking force calculation 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 driving / braking force product increases with the passage of time.

[0149] Therefore, the disturbance force product obtained by subtracting the driving / braking force product from the speed force product becomes smaller and moves away from 0 over time as shown in FIG. 1012. That is, the absolute value of the disturbance force product increases over time.

[0150] Here, when the disturbance force product becomes less than or equal to a preset collision determination threshold value in step S32, the step determination unit 44 determines that the wheels of the traveling vehicle V have collided with the step S. In other words, the step 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 driving / braking force product is greater than or equal to the collision determination threshold value.

[0151] The collision determination threshold is a predetermined threshold set in advance to determine whether the wheels of the vehicle V in motion have collided with the step S. For example, it is set based on the experimental results obtained by previously conducting an experiment of causing the wheels of the vehicle V in motion to collide with the step S. Further, in step S32, the collision determination threshold is set according to the height of the step S for which it is desired to detect that the wheels of the vehicle V in motion have collided with the step S. Note that the collision determination threshold may be set to the same magnitude as the contact determination threshold, or may be set to a different magnitude from the contact determination threshold.

[0152] In this way, the vehicle control device 1 of the present embodiment can accurately detect that the wheels have collided with the step S by determining that the wheels of the vehicle V in motion have collided with the step S based on the disturbance force product.

[0153] Also, the collision determination threshold of the present embodiment is set to be changeable according to the roughness of the road surface, similarly to the contact determination threshold. Specifically, in the step determination unit 44, similarly to the contact determination threshold, a base threshold serving as a reference threshold is determined in advance, and the collision determination threshold is set to be changeable by adding a predetermined addition value to the base threshold according to the roughness of the road surface. The step determination unit 44 detects the roughness of the road surface and sets the collision determination threshold to either the good road threshold or the bad road threshold. The base threshold is set according to, for example, the height of the step S.

[0154] For example, when the deviation 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 collision determination threshold to the good road threshold. 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 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 collision determination threshold to the bad road threshold.

[0155] 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 value to either the good road threshold value or the bad road threshold value based on the detected roughness of the road surface.

[0156] Alternatively, 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 value to either the good road threshold value or the bad road threshold value based on the detected roughness of the road surface. Or, 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, and set the collision determination threshold value to either the good road threshold value or the bad road threshold value based on the detected roughness of the road surface.

[0157] When the step determination unit 44 determines in step S32 that the wheel of the traveling vehicle V has collided with the step S, the information of the determination result is transmitted to the control drive calculation unit 422. When receiving the information that the wheel of the traveling vehicle V has collided with the step S from the step determination unit 44, the control drive calculation unit 422 executes the process of step S34.

[0158] 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.

[0159] Then, in step S36, the control drive calculation unit 422 transmits the information of the driving force required to overcome the calculated step S to the drive ECU 51 of the drive system 50.

[0160] Then, the driving force output by the driving motor becomes greater than the set value set in step S120 of the immediately preceding control cycle during the automatic parking operation. As the driving force output by the driving motor increases, the wheels of the vehicle V start to climb onto 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 brought closer to the target speed. Then, the deviation amount between the vehicle speed detected by the speed sensor 31 and the target speed gradually becomes smaller as time elapses. Also, as the vehicle speed increases, the speed force product increases in magnitude.

[0161] In addition, the control drive calculation unit 422 sets the set value of the driving force output by the driving motor to be greater than the set value of the driving force set before it is determined that the wheels of the traveling vehicle V have collided with the step S. Thereby, the control drive force product increases with the passage of time.

[0162] Therefore, as shown in FIG. 1012, the disturbance force product obtained by subtracting the control drive force product from the speed force product increases so as to approach 0 as time elapses. That is, the absolute value of the disturbance force product becomes smaller as time elapses.

[0163] In the subsequent step S38, the force product calculation unit 43 calculates the speed force product and the control drive 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 control drive 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 control drive force product information to the step determination unit 44.

[0164] In the subsequent step S40, the step difference determination unit 44 determines whether the wheels of the vehicle V have climbed onto 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 difference determination unit 44 calculates the control driving force product after it is determined that the wheel has collided with the step S and the disturbance force product after it is determined that the wheel has collided with the step S, based on the information on the control driving force product calculated by the force product calculation unit 43. Then, when the control driving force product after it is determined that the wheel has collided with the step S is greater than or equal to the disturbance force product after it is determined that the wheel has collided with the step S, the step difference determination unit 44 determines that the wheels of the vehicle V have climbed onto the step S.

[0165] 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 difference determination unit 44 determines that the wheels of the vehicle V have climbed onto the step S, it transmits the information on 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 difference determination unit 44, the control driving calculation unit 422 executes the process of step S42.

[0166] As described above, the vehicle control device 1 of the present embodiment can accurately detect that the vehicle has climbed onto the step S by determining that the wheels of the traveling vehicle V have 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.

[0167] In step S42, the control driving 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 based on the determination result of the step difference determination unit 44 and the information on the speed force product and the control driving force product calculated by the force product calculation unit 43.

[0168] Incidentally, similar to the case where the wheels of the vehicle V collide with the step S before starting, if the braking force immediately after getting onto the step S is insufficient or the decrease amount of the driving force is insufficient with respect to the driving force calculated in step S34, there is a risk that the vehicle speed will rapidly increase after getting over the step S. Further, if the braking force immediately after getting onto the step S is excessive with respect to the driving force calculated in step S34 to get over the step S, there is a risk that the vehicle V will decelerate more than necessary after getting over the step S. For this reason, the vehicle control device 1 of the present embodiment uses the same calculation method as in the case where the wheels of the vehicle V collide with the step S before starting, and the drive control calculation unit 422 appropriately sets the braking force and the driving force immediately after getting over the step S.

[0169] Specifically, in order to avoid the vehicle V from rapidly accelerating immediately after the wheels get onto the step S, the drive control calculation unit 422 sets the set value of the driving force immediately after getting onto the step S to the same set value as the driving force before it is increased by the wheels of the vehicle V colliding with the step S.

[0170] Also, in order to avoid the vehicle V from rapidly accelerating immediately after the wheels get onto the step S, the drive control calculation unit 422 increases the set value of the braking force immediately after getting onto the step S. Thereafter, the drive control calculation unit 422 sets it to the same setting as the braking force before it is decreased by colliding with the step S so that the vehicle speed approaches the target speed. For this reason, the drive braking force product based on the braking force and the driving force set by the drive control calculation unit 422 gradually increases immediately after it is determined that the vehicle has gotten onto the step S, as shown in FIG. 11, and then gradually decreases.

[0171] The drive control calculation unit 422 of the present embodiment calculates the braking force immediately after getting onto the step S so that the difference between the absolute value of the drive braking force product immediately after getting onto the step S and the absolute value of the getting-on change amount approaches 0. Specifically, the drive control calculation unit 422 calculates the braking force immediately after getting onto the step S so that the absolute value of the drive braking force product immediately after getting onto the step S is equal to the absolute value of the getting-on change amount.

[0172] Further, when decelerating the vehicle V by increasing the braking force immediately after getting onto the step S, the braking force is set such that the decrease amount of the acceleration per unit time of the vehicle V becomes the maximum jerk. Further, when decelerating the vehicle V immediately after getting onto the step S and then accelerating the vehicle V, the braking force is set such that the increase amount of the acceleration per unit time of the vehicle V becomes the minimum jerk.

[0173] Then, in step S44, the braking and driving operation unit 422 transmits the information of the driving force immediately after getting onto the calculated step S to the drive ECU 51 of the drive system 50, and transmits the information of the braking force immediately after getting onto the calculated step S to the brake ECU 61 of the braking system 60.

[0174] 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 getting onto the step S gradually becomes the driving force immediately before the wheels of the vehicle V collide with the step S, as shown in FIG. 12.

[0175] Further, the braking force output by the braking system 60 becomes larger than the set value set in step S34. Specifically, the driving force output by the braking system 60 immediately after getting onto the step S gradually increases with the passage of time, as shown in FIG. 12. By controlling the driving force and the braking force immediately after getting onto the step S in this way, it is possible to suppress the vehicle V from accelerating rapidly after getting 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.

[0176] 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 to perform automatic parking operation.

[0177] Next, with reference to FIGS. 4 and 13, a control process including a control process executed after the vehicle V gets off the step S after getting on the step S during automatic parking operation will be described. Note that since the automatic parking process in step S50 shown in FIG. 4 is the same as the automatic parking process in step S10 shown in FIG. 3, the description thereof will be omitted.

[0178] As described above, when the vehicle V traveling on a flat road surface descends from a step S as shown in FIG. 13, the potential energy is converted into kinetic energy by gravity and the vehicle speed increases. Therefore, in order to avoid a sudden increase in the vehicle speed after the wheels get off the step S, it is necessary to reduce the driving force after the wheels get off the step S to be lower than the driving force set before getting off the step S. Also, in order to avoid a sudden increase in the vehicle speed after the wheels get off the step S, it is necessary to increase the braking force after the wheels get off the step S to be higher than the braking force set before getting off the step S.

[0179] Therefore, the automatic parking control device 40 of the present embodiment executes the processes after step S52 during automatic parking operation in the control process shown in FIG. 4, and detects that the wheels have got off the step S. Then, when the wheels have got off the step S, the automatic parking control device 40 increases the braking force to be higher than before getting off the step S.

[0180] 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 wheels have got off the step S.

[0181] 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. 13, 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. 13, when the wheels of the traveling vehicle V get off the step S, the vehicle speed rises above the target speed. Note that among the vehicle speeds shown in FIG. 13, the broken line indicates the target speed, and the solid line indicates the speed of the vehicle V detected by the speed sensor 31.

[0182] As a result, the vehicle speed detected by the speed sensor 31 deviates from the target speed. Then, 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 speed force product increases in magnitude.

[0183] Then, due to the deviation between the vehicle speed detected by the speed sensor 31 and the target speed, the braking force set value is gradually increased by the control drive calculation unit 422 with the passage of time. As a result, the braking force output by the braking system 60 gradually increases with the passage of time. Then, the control drive force product increases with the passage of time.

[0184] Therefore, as shown in FIG. 13, the disturbance force product obtained by subtracting the control drive force product from the speed force product increases away from 0 with the passage of time. That is, the absolute value of the disturbance force product increases with the passage of time.

[0185] Here, in step S54, when the disturbance force product becomes less than or equal to a preset downward determination threshold value, the step determination unit 44 determines that the wheels of the traveling vehicle V have descended from the step S. In other words, the step determination unit 44 determines that the wheels of the traveling vehicle V have descended from the step S when the absolute value of the difference between the speed force product and the control drive force product is greater than or equal to the downward determination threshold value.

[0186] 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. Also, in step S54, 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. 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.

[0187] In this way, 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.

[0188] Also, 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, in the step determination unit 44, similarly to the contact determination threshold value and the collision determination threshold value, a base threshold value serving as a reference threshold value is determined in advance, 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 the good road threshold value or the bad road threshold value. The base threshold value is set according to, for example, the height of the step S.

[0189] For example, when the deviation 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 downward 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 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 downward determination threshold value to the bad road threshold value.

[0190] 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 downward determination threshold value to either the good road threshold value or the bad road threshold value based on the detected roughness of the road surface.

[0191] 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 downward determination threshold value to either the good road threshold value or the bad road threshold value 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 each of the sonar, millimeter wave radar, and LIDAR of the surrounding monitoring unit 10, and set the downward determination threshold value to either the good road threshold value or the bad road threshold value based on the detected roughness of the road surface.

[0192] When the step determination unit 44 determines in step S54 that the wheels of the traveling vehicle V have 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 wheels of the traveling vehicle V have descended from the step S from the step determination unit 44, the control drive calculation unit 422 executes the process of step S56.

[0193] In step S56, the control drive calculation unit 422 obtains the driving force immediately after descending from the step S and the braking force immediately after descending from the step S based on the determination result of the step determination unit 44, the information of the speed force product calculated by the force product calculation unit 43, and the information of the control drive force product.

[0194] By the way, similar to the case where the wheels of the vehicle V ride onto the step S, if the braking force immediately after descending from the step S calculated in step S56 is insufficient or the decrease amount of the driving force is insufficient with respect to the driving force calculated in step S50, there is a possibility that the vehicle speed will increase rapidly after descending from the step S. Also, if the braking force immediately after descending from the step S calculated in step S56 is excessive with respect to the driving force calculated in step S50, there is a possibility that the vehicle V will decelerate more than necessary after descending from the step S. For this reason, the vehicle control device 1 of the present embodiment appropriately sets the braking force and the driving force immediately after descending from the step S so that the braking force and the driving force after descending from the step S are not excessive or insufficient.

[0195] The calculation method when the control drive calculation unit 422 sets the braking force and the driving force will be described with reference to FIGS. 13 to 15.

[0196] As described above, when the wheel of the traveling vehicle V descends from the step S, the vehicle speed increases above the target speed. For this reason, the automatic parking control device 40 gradually increases the set value of the braking force. Then, as shown in FIGS. 13 and 14, the disturbance force product obtained by subtracting the driving force product from the speed force product increases away from 0 as time passes. Specifically, the disturbance force product increases stepwise with the passage of time such that its absolute value increases.

[0197] Here, when the drive control calculation unit 422 increases the braking force due to the deviation between the vehicle speed and the target speed, the drive control calculation unit 422 increases the braking force by a preset increase amount for each control cycle. For this reason, the disturbance force product, whose absolute value increases stepwise, changes for each control cycle according to the change amount of the braking force that increases by a preset increase amount for each control cycle.

[0198] Incidentally, the change amount of the disturbance force product that increases when the wheel of the vehicle V descends from the step S is the change amount of the disturbance force product that increases for each control cycle when the wheel of the vehicle V descends from the step S. This change amount of the disturbance force product is the change amount of the force product received when the vehicle V descends from the step S. And the change amount of the disturbance force product is the surplus disturbance force product component that causes the vehicle speed of the vehicle V to increase rapidly when the vehicle V descends from the step S.

[0199] For this reason, it is required that the braking force and the driving force after descending from the step S be set based on the change amount of the disturbance force product that increases by descending from the step S. Hereinafter, the change amount of the disturbance force product that has changed since it was determined that the wheel of the vehicle V has descended from the step S is referred to as the downward change amount.

[0200] The drive control calculation unit 422 sets the braking force and the driving force immediately after the wheel of the vehicle V has descended from the step S based on the downward change amount. In other words, the drive control calculation unit 422 calculates the braking force and the driving force immediately after the vehicle V has passed the step S based on the change amount of the disturbance force product when passing the step S.

[0201] Specifically, in order to avoid the vehicle V from accelerating rapidly immediately after the wheel descends from the step S, the control drive calculation unit 422 of the present embodiment maintains the set value of the driving force immediately after descending from the step S as the driving force before descending from the step S.

[0202] Also, in order to avoid the vehicle V from accelerating rapidly immediately after the wheel descends from the step S, the control drive calculation unit 422 makes the set value of the braking force immediately after descending from the step S larger than the set value of the braking force at the timing when it is determined in step S54 that the vehicle has descended from the step S. Thereafter, the control drive calculation unit 422 sets the braking force to the same set value as the braking force before the wheel of the vehicle V descends from the step S so that the vehicle speed approaches the target speed. For this reason, the control drive force product based on the braking force and the driving force set by the control drive calculation unit 422 gradually increases immediately after it is determined that the vehicle has descended from the step S, as shown in FIG. 13, and then gradually decreases.

[0203] The control drive calculation unit 422 of the present embodiment sets the braking force immediately after descending from the step S so that the difference between the absolute value of the control drive force product after it is determined that the vehicle has descended from the step S and the absolute value of the downward change amount approaches 0. Specifically, the control drive calculation unit 422 sets the braking force immediately after getting onto the step S so that the absolute value of the control drive force product after it is determined that the vehicle has descended from the step S is equal to the absolute value of the downward change amount.

[0204] Here, the absolute value of the control drive force product after it is determined that the vehicle has descended from the step S is the control drive force product component indicated by the diagonal hatching shown in FIG. 15. Also, the change amount of the disturbance force product that has changed since it is determined that the wheel of the vehicle V has descended from the step S is the disturbance force product component indicated by the diagonal hatching shown in FIG. 14. The control drive calculation unit 422 of the present embodiment sets the braking force immediately after descending from the step S so that the area of the portion indicated by the diagonal hatching of the disturbance force product shown in FIG. 14 is equal to the area of the portion indicated by the diagonal hatching of the control drive force product shown in FIG. 15.

[0205] Also, when the braking drive calculation unit 422 sets the braking force immediately after descending from the step S to decelerate the vehicle V, it sets the braking force so that the decrease amount of the acceleration per unit time of the vehicle V becomes the maximum jerk. Further, when the braking drive calculation unit 422 decelerates the vehicle V immediately after getting onto the step S and then accelerates the vehicle V, it sets the braking force so that the increase amount of the acceleration per unit time of the vehicle V becomes the minimum jerk.

[0206] Then, in step S58, the braking drive calculation unit 422 transmits the calculated information on the driving force and braking force immediately after descending from the step S to the braking ECU 61 of the braking system 60.

[0207] 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. 13. 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.

[0208] Then, in step S60, the automatic parking control device 40 determines whether or not there is a deviation between the actual speed of the vehicle V detected by the speed sensor 31 and the target speed. When it is determined that there is a deviation between the actual speed and the target speed, the automatic parking control device 40 repeatedly executes the processes of steps S56 to S60, and the braking drive calculation unit 422 adjusts the set value of the braking force so that the vehicle speed approaches the target speed. On the other hand, when it is not determined that there is a deviation between the actual speed and the target speed, the automatic parking control device 40 executes the process of step S62.

[0209] Then, in step S62, the automatic parking control device 40 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.

[0210] As described above, when the step determination unit 44 determines that the step S, which is the change generation source, has been passed, the drive and braking force calculation unit 422 of the present embodiment calculates the driving force and the braking force based on the change amount of the disturbance force product when passing the step S.

[0211] Here, the disturbance force product, which is the difference between the speed force product and the drive and braking force product, is the force product received from the disturbance when the vehicle V passes the step S, and is a factor that rapidly increases the vehicle speed of the vehicle V after passing the step S. Therefore, by calculating the driving force and the braking force based on the change amount of the disturbance force product that is a factor for rapidly increasing the vehicle speed of the vehicle V after passing the step S, it is possible to suppress the braking force and the driving force after passing the step S from being excessive or insufficient. Therefore, it is possible to appropriately control the braking force and the driving force of the vehicle V immediately after passing the step S.

[0212] Further, according to the above embodiment, the following effects can be obtained.

[0213] (1) In the above embodiment, when the step determination unit 44 determines that it has climbed onto the step S, the drive and braking force calculation unit 422 calculates the driving force and the braking force so that the difference between the absolute value of the drive and braking force product immediately after climbing onto the step S and the absolute value of the climbing change amount approaches 0.

[0214] Here, the climbing change amount, which is the difference between the disturbance force product when it is determined that it has climbed onto the step S and the disturbance force product immediately before it is determined that it has climbed onto the step S, is an excess disturbance force product component generated by climbing onto the step S. Therefore, by setting the driving force and the braking force so that the difference between the absolute value of the drive and braking force product immediately after climbing onto the step S and the absolute value of the climbing change amount approaches 0, the climbing change amount can be offset by the drive and braking force product immediately after climbing onto the step S. Therefore, it is possible to appropriately control the braking force and the driving force of the vehicle V immediately after climbing onto the step S so that the vehicle speed of the vehicle V does not rapidly increase or decelerate more than necessary after climbing onto the step S.

[0215] (2) In the above-described embodiment, when the step determination unit 44 determines that the vehicle has descended from the step S, the drive and brake operation calculation unit 422 calculates the driving force and the braking force so that the difference between the absolute value of the drive and brake force product immediately after descending from the step S and the absolute value of the downward change amount approaches 0.

[0216] Here, the downward change amount, which is the change amount of the disturbance force product after it is determined that the vehicle V has descended from the step S, is the excess disturbance force product component received from the step S due to descending from the step S. Therefore, by setting the driving force and the braking force so that the difference between the absolute value of the drive and brake force product immediately after descending from the step S and the absolute value of the downward change amount approaches 0, the downward change amount can be offset by the drive and brake force product immediately after descending from the step S. Accordingly, it is possible to appropriately control the braking force and the driving force of the vehicle V immediately after descending from the step S so that the vehicle speed of the vehicle V does not suddenly increase or decelerate more than necessary after descending from the step S.

[0217] (3) In the above-described embodiment, when the drive and brake operation calculation unit 422 decelerates the vehicle V when passing through the step S, it calculates the driving force and the braking force so that the change amount of the acceleration of the vehicle V per unit time becomes maximum.

[0218] By the way, in order to avoid the vehicle V from suddenly accelerating immediately after the vehicle V gets onto the step S or immediately after the vehicle V descends from the step S, it is desirable to decelerate the vehicle V as quickly as possible. However, it is difficult to instantaneously decelerate the vehicle V to the required speed by the braking force and the driving force immediately after the wheels get onto the step S.

[0219] On the other hand, when decelerating the vehicle V, by calculating the driving force and the braking force so that the change amount of the acceleration of the vehicle V per unit time becomes maximum, the vehicle V can be decelerated as quickly as possible.

[0220] (4) In the above-described embodiment, when the drive and brake operation calculation unit 422 accelerates the vehicle V when passing through the step S, it calculates the driving force and the braking force so that the change amount of the acceleration of the vehicle V per unit time becomes maximum.

[0221] Incidentally, in order to avoid the vehicle V from accelerating rapidly immediately after the vehicle V has climbed onto the step S or immediately after the vehicle V has descended from the step S, when the speed of the vehicle V is brought closer to the target speed after decelerating the vehicle V, it is desirable to accelerate the vehicle V as quickly as possible. However, it is difficult to instantaneously accelerate the vehicle V to the required speed by the braking force and the driving force.

[0222] On the other hand, when accelerating the vehicle V, by calculating the driving force and the braking force so that the change amount of the acceleration of the vehicle V per unit time becomes maximum, the vehicle V can be accelerated as quickly as possible.

[0223] (Other embodiments) As described above, 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.

[0224] 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 disclosure is not limited thereto.

[0225] 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 operation of the driver and when driving the vehicle V by the operation of the driver.

[0226] In the above-described embodiment, an example in which the change occurrence source is the step S has been described, but the present disclosure is not limited thereto. The change occurrence source includes not only the step S (for example, a stone, etc.) but also anything that has a predetermined height and obstructs the running of the vehicle V and changes the vehicle speed when the vehicle V climbs over or descends.

[0227] 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 to this.

[0228] 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.

[0229] In the above-described embodiment, an example in which the braking force after passing through the step S is made larger than the braking force before passing through the step S to change the braking and driving force product in order to avoid the vehicle V from rapidly accelerating immediately after climbing onto the step S and immediately after descending from the step S has been described, but the present invention is not limited to this.

[0230] For example, in order to avoid the vehicle V from rapidly accelerating after passing through the step S, the driving force after passing through the step S may be made smaller than the driving force before passing through the step S to change the braking and driving force product. Alternatively, in order to avoid the vehicle V from rapidly accelerating after passing through the step S, the driving force after passing through the step S may be made smaller than the driving force before passing through the step S, and the braking force after passing through the step S may be made larger than the braking force before passing through the step S to change the braking and driving force product. In this case, the driving forces before and after passing through the step S may be adjusted by controlling the driving motor of the electric vehicle.

[0231] In the above-described embodiment, it goes without saying that the elements constituting the embodiment are not necessarily essential, except in cases where it is explicitly stated that they are particularly essential and cases where they are considered to be clearly essential in principle.

[0232] In the above-described embodiment, when numerical values such as the number, numerical value, amount, range, etc. of the components of the embodiment are mentioned, they are not limited to the specific number, except in cases where it is explicitly stated that they are particularly essential and cases where they are clearly limited to a specific number in principle.

[0233] In the above embodiments, when referring to the shape, positional relationship, etc. of components and the like, unless otherwise specified or limited to a specific shape, positional relationship, etc. in principle, they are not limited to such shape, positional relationship, etc.

[0234] The control unit 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 control unit 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 control unit 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.

[0235] (From the perspective of the present disclosure) The above-described present disclosure can be grasped, for example, from the following perspectives.

[0236] [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's wheels climb over or descend, comprising: A passage determination unit (44) that determines that the vehicle has passed through the change generation source; A force product calculation unit (43) that calculates the 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 control driving calculation unit (422) that calculates the driving force and the braking force of the vehicle after passing through the change generation source based on the force product information. The force product calculation unit calculates a speed force product based on the vehicle speed that changes when passing through the change generation source, and a drive / brake force product based on the driving force and the braking force that change when passing through the change generation source. When the passing determination unit determines that the vehicle has passed through the change generation source, with the difference between the speed force product and the drive / brake force product being defined as the disturbance force product, the drive / brake control unit calculates the driving force and the braking force based on the change amount of the disturbance force product when passing through the change generation source. The vehicle control device

[0237] [Second aspect] When the vehicle gets on the change generation source, the passing determination unit determines that the vehicle has gotten on the change generation source. The force product calculation unit calculates the speed force product and the drive / brake force product when the vehicle gets on the change generation source. When the passing determination unit determines that the vehicle has gotten on the change generation source, with the difference between the disturbance force product when it is determined that the vehicle has gotten on the change generation source and the disturbance force product immediately before it is determined that the vehicle has gotten on the change generation source being defined as the getting-on change amount, the drive / brake control unit calculates the driving force and the braking force such that the difference between the absolute value of the drive / brake force product immediately after getting on the change generation source and the absolute value of the getting-on change amount approaches 0. The vehicle control device according to the first aspect

[0238] [Third aspect] When the vehicle gets off the change generation source, the passing determination unit determines that the vehicle has gotten off the change generation source. The force product calculation unit calculates the speed force product and the drive / brake force product when the vehicle gets off the change generation source. When the passing determination unit determines that the vehicle has gotten off the change generation source, with the change amount of the disturbance force product after it is determined that the vehicle has gotten off the change generation source being defined as the getting-off change amount, the drive / brake control unit calculates the driving force and the braking force such that the difference between the absolute value of the drive / brake force product immediately after getting off the change generation source and the absolute value of the getting-off change amount approaches 0. The vehicle control device according to the first aspect

[0239] [Fourth aspect] The drive and brake calculation unit can change the acceleration of the vehicle by controlling the calculated driving force and braking force to decelerate the vehicle. When decelerating the vehicle when passing through the change source, the vehicle control device according to the second or third aspect calculates the driving force and the braking force so that the change amount of the acceleration of the vehicle per unit time becomes maximum.

[0240] [Fifth Aspect] The drive and brake calculation unit can change the acceleration of the vehicle by controlling the calculated driving force and braking force to accelerate the vehicle. When accelerating the vehicle when passing through the change source, the vehicle control device according to the fourth aspect calculates the driving force and the braking force so that the change amount of the acceleration of the vehicle per unit time becomes maximum.

Explanation of Reference Signs

[0241] 43 Force product calculation unit 44 Passage determination unit 422 Drive and brake calculation unit S Change source

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 passage determination unit (44) that determines that the vehicle has passed through the change generation source; 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 drive and brake calculation unit (422) that calculates the driving force and the braking force after the vehicle has passed through the change generation source based on the force product information, The force product calculation unit calculates a speed force product based on the vehicle speed that changes when passing through the change generation source and a drive and brake force product based on the driving force and the braking force that change when passing through the change generation source; When the difference between the speed force product and the drive and brake force product is defined as a disturbance force product, the drive and brake calculation unit calculates the driving force and the braking force based on the change amount of the disturbance force product when passing through the change generation source when the passage determination unit determines that the vehicle has passed through the change generation source. A vehicle control device.

2. When the vehicle climbs onto the change generation source, the passage determination unit determines that it has climbed 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 climbs onto the change generation source; When the difference between the disturbance force product when it is determined that the vehicle has climbed onto the change generation source and the disturbance force product immediately before it is determined that the vehicle has climbed onto the change generation source is defined as the climbing change amount, when the passage determination unit determines that the vehicle has climbed onto the change generation source, the absolute value of the drive and brake force product immediately after the vehicle has climbed onto the change generation source and the absolute value of the climbing change amount The vehicle control device according to claim 1, wherein the driving force and the braking force are calculated so that the difference from 0 approaches 0.

3. When the vehicle descends from the change generation source, the passage determination unit determines that it has descended from the change generation source; The force product calculation unit calculates the speed force product and the drive and brake force product when the vehicle descends from the change generation source; The vehicle control device according to claim 1, wherein when the change amount of the disturbance force product after the vehicle is determined to have descended from the change source generation point is defined as the downward change amount, when the passage determination unit determines that the vehicle has descended from the change source generation point, the driving force and the braking force are calculated such that the difference between the absolute value of the braking and driving force product immediately after descending from the change source generation point and the absolute value of the downward change amount approaches 0.

4. The vehicle control device according to claim 2 or 3, wherein the braking and driving force calculation unit can change the acceleration of the vehicle by controlling the driving force and the braking force to be calculated to decelerate the vehicle, and when decelerating the vehicle when passing through the change source generation point, the driving force and the braking force are calculated such that the change amount of the acceleration of the vehicle per unit time becomes maximum.

5. The vehicle control device according to claim 4, wherein the braking and driving force calculation unit can change the acceleration of the vehicle by controlling the driving force and the braking force to be calculated to accelerate the vehicle, and when accelerating the vehicle when passing through the change source generation point, the driving force and the braking force are calculated such that the change amount of the acceleration of the vehicle per unit time becomes maximum.

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