Vehicle control device and vehicle control method

Abstract

To improve assist performance of a vehicle, in consideration of an influence of the center of gravity of the vehicle.SOLUTION: A control device of a vehicle capable of executing a driving support function includes: a derivation part for deriving a center-of-gravity position of the vehicle; a calculation part for calculating a control amount of steering in the driving support function; and an adjustment part for adjusting at least one of a steering angle, a steering angular rate and a steering timing among the control amount, according to the center-of-gravity position. A control method of the vehicle includes: a derivation step of deriving the center-of-gravity position of the vehicle; a calculation step of calculating the control amount of steering in the driving support function; and an adjustment step of adjusting at least one of the steering angle, the steering angular rate and the steering timing among the control amount, according to the center-of-gravity position.SELECTED DRAWING: Figure 6

Description

[Technical Field]

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

[0002] In recent years, advanced driver-assistance systems (ADAS) that provide various functions to assist drivers have become increasingly popular. Examples of steering-related driving assistance functions include the Lane Keeping Assist (LKA) function, and examples of accelerator and brake operation-related driving assistance functions include the Adaptive Cruise Control (ACC) function.

[0003] Steering operation affects the ride comfort of vehicle occupants and driving stability, and the appropriate amount of control related to steering operation in driving assistance varies depending on the state of the vehicle. An example of the state of the vehicle is the position of the center of gravity of the vehicle while traveling. The position of the center of gravity of the vehicle can vary depending on the number of occupants in the vehicle, the state of luggage loading, and so on. Therefore, it is necessary to adjust the control amount related to steering operation according to the state of the center of gravity position.

[0004] For example, Patent Document 1 discloses a configuration for monitoring the load state of a vehicle and controlling the operation of the vehicle based on the amount of deviation in the load state, while Patent Document 2 discloses a computing device for estimating the center of gravity of a vehicle. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Publication No. 2022-181514 [Patent Document 2] Patent No. 3369467 Summary of the Invention [Problem to be solved by the invention]

[0006] The vehicle's body posture and center of gravity are affected by, for example, the amount and position of the load of people and luggage, the driving conditions, etc. In order to further improve the cornering performance and straight-line stability (hereinafter collectively referred to as "assist performance") provided by driving assistance functions, it is necessary to properly grasp the center of gravity of the vehicle and adjust the amount of control related to steering.

[0007] The present invention has been devised in view of the above-mentioned problems, and aims to provide an appropriate driving assistance function that takes into account the influence of the center of gravity position of the vehicle, and to improve the assist performance of the vehicle. However, in addition to this object, another object of the present invention is to achieve effects that are derived from the configurations shown in the below-mentioned embodiments for carrying out the invention, and that cannot be obtained by conventional techniques. [Means for solving the problem]

[0008] A vehicle control device according to an embodiment of the present invention has the following configuration. That is, the vehicle control device capable of executing a driving assistance function includes: a derivation unit that derives a center of gravity position of the vehicle; a calculation unit that calculates a steering control amount in the driving assistance function; an adjustment unit that adjusts at least one of the steering angle, the steering angular velocity, and the steering timing among the control amounts in accordance with the center-of-gravity position; It has.

[0009] A vehicle control method according to another embodiment of the present invention has the following configuration: a deriving step of deriving a center of gravity position of the vehicle; a calculation step of calculating a steering control amount in the driving assistance function; an adjusting step of adjusting at least one of the steering angle, the steering angular velocity, and the steering timing among the control amounts in accordance with the center-of-gravity position; It has. [Effects of the Invention]

[0010] The present invention provides an appropriate driving assistance function that takes into account the influence of the vehicle's center of gravity position, thereby making it possible to improve the assist performance of the vehicle. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a schematic diagram showing an example of the configuration of a vehicle according to an embodiment of the present invention; [Figure 2A] FIG. 2 is a conceptual diagram showing an example of driving control according to an embodiment of the present invention. [Figure 2B] FIG. 2 is a conceptual diagram showing an example of driving control according to an embodiment of the present invention. [Figure 3] FIG. 4 is a table illustrating an example of control according to an embodiment of the present invention. [Figure 4] FIG. 4 is a graph illustrating control according to an embodiment of the present invention. [Figure 5] FIG. 4 is a graph illustrating control according to an embodiment of the present invention. [Figure 6] 4 is a flowchart of a control process according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0012] A vehicle control device and a vehicle control method will be described as embodiments with reference to the drawings. The embodiments described below are merely examples, and are not intended to exclude various modifications or applications of techniques not explicitly described in the following embodiments. The configurations of the present embodiments can be implemented in various modifications without departing from the spirit thereof. Furthermore, they can be selected or combined as needed. Furthermore, in each drawing, the same components are designated by the same reference numerals to indicate their correspondence.

[0013] First Embodiment [Overall configuration] A vehicle 100 to which the control device according to this embodiment can be applied will be described. The vehicle 100 is a hybrid vehicle equipped with an engine 101 as a drive source, a motor 107 (rotating electric machine) for driving, and a generator 102 for generating electricity. Therefore, the vehicle 100 according to this embodiment can be a vehicle that runs on an engine alone, or a vehicle such as an HEV (Hybrid Electric Vehicle) or a PHEV (Plug-in Hybrid Electric Vehicle: a plug-in hybrid that can be externally charged or externally supplied with power). In this embodiment, the vehicle 100 will be described as a front-wheel drive vehicle, but this is not limited thereto, and rear-wheel drive, four-wheel drive, etc. may also be used. Note that the connection relationships and arrangement of the components within the vehicle 100 shown in FIG. 1 are merely examples, and some connections may be omitted or simplified.

[0014] The generator 102 is connected to the engine 101 and can operate independently of the operation of the motor 107. The engine 101 is connected to a drive shaft 104 via an engine clutch 103. When the engine clutch 103 is engaged, the power generated by the engine 101 is transmitted to the drive shaft 104. The motor 107 is connected to the drive shaft 104 via a motor clutch 106. When the motor clutch 106 is engaged, the power generated by the motor 107 is transmitted to the drive shaft 104. Drive wheels 105 (front wheels) are mounted on the drive shaft 104. Driven wheels 116 (rear wheels) are mounted on an axle 115.

[0015] The vehicle 100 is also provided with an ECU (Electronic Control Unit) 108, which corresponds to the control device according to this embodiment. The ECU 108 is, for example, an electronic control device configured as an LSI (Large-Scale Integration) device or an embedded electronic device that integrates a microprocessor, a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. The ECU 108 acquires signals detected by various sensors provided in the vehicle 100 and controls the vehicle 100. In this embodiment, the ECU 108 includes an ADAS-ECU 113 as part of the ECU 108 to realize steering control, which will be described later, as one of the driving assistance functions. Note that the ECU 108 may be configured to include multiple ECUs according to functions in addition to the ADAS-ECU 113 in order to provide operational control of the vehicle 100, particularly the ADAS function. Alternatively, instead of including the ADAS-ECU 113 as part of the ECU 108, multiple ECUs according to functions may be provided. In this case, the ECUs may also be configured to cooperate with each other by transmitting and receiving data, etc.

[0016] The sensors provided in the vehicle 100 include an acceleration sensor 109, a speed sensor 110, a height sensor 111, and an image sensor 112. The acceleration sensor 109 detects the acceleration of the vehicle 100. The speed sensor 110 detects the speed of the vehicle 100. The height sensor 111 detects the height of the vehicle 100 from a reference position. The image sensor 112 is, for example, a camera, and acquires an image of the surroundings of the vehicle 100. Note that the sensors are not limited to these, and may also include an accelerator opening sensor, a brake sensor, an engine rotation sensor, a battery remaining capacity sensor, a position sensor, and the like. Furthermore, there are no particular limitations on the installation locations of the sensors or the number of installed sensors. For example, depending on the functions provided by the ADAS, the detection values of the various sensors may be commonly used, or separate sensors may be provided for each function.

[0017] The engine 101 is an internal combustion engine (gasoline engine or diesel engine) that uses gasoline or diesel as fuel. The operating state of the engine 101 may be controlled by the ECU 108, or may be controlled by an electronic control device (not shown) separate from the ECU 108. The generator 102 and motor 107 according to this embodiment are motor generators (motor-generators) that function as both an electric motor and a generator. The motor 107 is a drive source that exchanges electric power with the battery 114, and functions mainly as an electric motor to drive the vehicle 100 and as a generator during regeneration.

[0018] The generator 102 functions as an electric motor (starter) when starting the engine 101, and is driven by engine power to generate electricity when the engine 101 is operating. Furthermore, the generator 102 transmits driving force to the drive shaft 104 of the vehicle 100 in a powered state. An inverter (not shown) that converts DC current to AC current is provided around (or inside) each of the motor 107 and the generator 102. The rotation speeds and operating states (powered operation, regenerative / powered operation) of the motor 107 and the generator 102 are controlled by controlling the inverter (not shown).

[0019] The vehicle 100 can run in a plurality of driving modes, such as EV mode, series mode, and parallel mode. These driving modes are selected by the ECU 108 in accordance with the vehicle state, driving state, the driving force required by the driver, etc. Furthermore, the operations of the engine 101, generator 102, and motor 107 are selectively controlled depending on the driving mode.

[0020] An electric power steering (EPS: Electric Power Steering) 120 is connected to the drive wheels 105 (front wheels in this case) to assist steering by a driver via a steering wheel (not shown). An engine 101 and a motor 107 are connected in parallel to the drive wheels 105 via a transaxle (not shown) that incorporates multiple gears and clutches. The engine 101 is also connected to a generator 102 via the transaxle (not shown), and power from the engine 101 is also transmitted to the generator 102. The transaxle is a power transmission device that integrates a final drive (final reduction gear) including a differential and a transmission (reduction gear), and incorporates multiple mechanisms that transmit power between a drive source and a driven device.

[0021] The engine clutch 103 is, for example, a wet multi-plate clutch or a dog clutch. Power on the upstream side of the power transmission path (the engine 101 and generator 102 side) of the engine clutch 103 is transmitted to the drive shaft 104 when the engine clutch 103 is in an engaged state (connected state), and is cut off when the engine clutch 103 is in a disengaged state (released state). The engaged / disengaged state of the engine clutch 103 is controlled by the ECU 108.

[0022] The motor clutch 106 is, for example, a wet multi-plate clutch or a dog clutch. Power on the upstream side of the power transmission path from the motor clutch 106 (i.e., the driving force of the motor 107) is transmitted to the drive shaft 104 when the motor clutch 106 is engaged, and is cut off when the motor clutch 106 is disengaged. The engaged / disengaged state of the motor clutch 106 is controlled by the ECU 108.

[0023] The EPS 120 assists the driver in steering under the control of the ADAS-ECU 113. In this embodiment, the EPS 120 performs operations related to an assist support function, which will be described later. Inside or around the EPS 120, sensors (not shown) are provided for detecting the steering angle and steering angular velocity, which are used in the control, which will be described later.

[0024] [Drive control] In this embodiment, the LKA function will be described as an example of a driving assistance function related to steering operation of the vehicle 100. However, the present invention is not limited to this, and the LKA function may be applied to other functions as long as the steering control described below can be applied. Note that the LKA function uses a known method, and detailed description thereof will be omitted here.

[0025] 2A is a diagram illustrating differences in driving paths due to the center of gravity of vehicle 100. In Fig. 2A, it is assumed that vehicle 100 is traveling on road 200 with the LKA function operating, and that vehicle 100 is about to enter a curve. With the LKA function, an image sensor 112 or the like provided on vehicle 100 detects edge 200a of road 200, and performs assist control to maintain path 202 near the center position.

[0026] Here, it is assumed that only one driver is on board the vehicle 100, and that there is no particular cargo that would affect the vehicle's travel. For convenience, this state is referred to as the "first state." In the first state, it is assumed that the vehicle 100 can travel along a route 202 by performing assist control using a first control amount from a start position 201. However, depending on the posture and center of gravity position of the vehicle 100, it is possible that the vehicle 100 will travel along a different route even with the same control amount.

[0027] For example, if the position of the center of gravity of the vehicle 100 is higher than in the first state or if the position of the center of gravity is located at the rear, centrifugal force acts more strongly toward the outside of the curve, and it is possible that, even with the same first control amount, the vehicle 100 will pass through path 203, which bulges outward from path 202. On the other hand, if the position of the center of gravity of the vehicle 100 is lower than in the first state or if the position of the center of gravity is located at the front, steering will be more effective, and it is possible that, even with the same first control amount, the vehicle 100 will pass through path 204, which is more inward than path 202.

[0028] One of the factors that causes the LKA function to take a route different from the intended route as described above is the position of the center of gravity of the vehicle 100, which fluctuates depending on the load of people and luggage loaded on the vehicle 100. In other words, the position of the center of gravity of the vehicle 100 is not constant, but changes depending on the loading state of the vehicle 100, etc. Note that the position of the center of gravity of the vehicle 100 can change depending on the characteristics of the suspension (not shown) even with the same load amount, but for simplicity of explanation, these will be collectively referred to as the center of gravity position in the following description. In this embodiment, the position of the center of gravity of the vehicle 100 is identified, and the control amount of the LKA function is adjusted based on the center of gravity position.

[0029] FIG. 2B is a conceptual diagram illustrating a difference in the control amount. As in FIG. 2A, the objective is to travel along route 202. In this case, for example, if the center of gravity of vehicle 100 is higher than in the first state or if the center of gravity is located rearward, the control amount is adjusted to travel along route 213. That is, the vehicle travels inside route 202, and the control start timing is controlled to be start position 211, which is earlier than start position 201. As a result, the vehicle travels along route 202 due to the influence of the center of gravity of vehicle 100. On the other hand, if the center of gravity of vehicle 100 is lower than in the first state or if the center of gravity is located forward, the control amount is adjusted to travel along route 212. That is, the control amount is adjusted to travel outside route 202. As a result, the vehicle travels along route 202 due to the influence of the center of gravity of vehicle 100.

[0030] For convenience, the state of the vehicle 100 when the control amount is adjusted according to the center of gravity position as described above is referred to as the "second state." In this embodiment, the state of the vehicle 100 is described using two states, "first state" and "second state," but this is not limiting, and more states may be defined according to the center of gravity position of the vehicle. The determination of whether or not the vehicle is in the "second state" will be described later.

[0031] FIG. 3 is a table diagram for explaining the driving characteristics of a vehicle depending on the position of the center of gravity of the vehicle. In this example, the height of the center of gravity of the vehicle indicates whether it is "high" or "low" relative to a reference, and the height of the center of gravity generally affects the tendency for the vehicle to wobble while driving. Furthermore, the front-rear center of gravity of the vehicle indicates whether it is "toward the front" or "toward the rear" relative to a reference, and the front-rear center of gravity generally affects the tendency for the vehicle to turn while driving. In this example, the "reference" is assumed to be when the vehicle is in a "first state." Furthermore, the height of the center of gravity and the front-rear center of gravity are each explained in two stages, but more detailed classifications may also be used. Furthermore, the left-right center of gravity of the vehicle and the position of the steering wheel (right-hand drive / left-hand drive) may also be taken into consideration.

[0032] Figure 3 shows the correspondence between the control of the steering angle, steering angular velocity, and steering timing during steering assistance depending on the center of gravity position. In Figure 3, a circle (◯) indicates a parameter that is controlled when either the center of gravity height or the front-rear center of gravity differs from the reference, and the control policy for that parameter. Also, a double circle (◎) indicates a parameter that is controlled when both the center of gravity height and the front-rear center of gravity differ from the reference, and the control policy for that parameter.

[0033] First, we will explain the case where only the center of gravity height is changing. For example, when the center of gravity height is "low," the steering angle is adjusted to "larger" and the steering timing is adjusted to "slower." Furthermore, the steering angular velocity is not adjusted, i.e., the steering angular velocity is set to the same as the "reference." On the other hand, when the center of gravity height is "high," the steering angle is adjusted to "smaller" and the steering timing is adjusted to "earlier." On the other hand, the steering angular velocity is not adjusted, i.e., the steering angular velocity is set to the same as the "reference."

[0034] If both the center of gravity height and the front-rear center of gravity have changed, the system further controls as follows: If the front-rear center of gravity is "forward," the steering angular velocity is adjusted to "slow." If the front-rear center of gravity is "rearward," the system adjusts the steering angular velocity to "fast."

[0035] Now, let us consider the case where only the front-rear center of gravity is changing. When the front-rear center of gravity is in a "forward" state, the steering angular velocity is adjusted in the "slow" direction, and the steering timing is adjusted in the "slow" direction. On the other hand, when the front-rear center of gravity is in a "rearward" state, the steering angular velocity is adjusted in the "fast" direction, rearward, and the steering timing is adjusted in the "fast" direction. On the other hand, the steering angle is not adjusted, that is, the steering speed is the same as the "reference".

[0036] It should be noted that the reference positions for the steering angle, steering angular velocity, and steering timing (i.e., the start position of steering assistance) are assumed to be identifiable by, for example, a conventional LKA function, and these are utilized.

[0037] The correspondence relationship shown in Fig. 3 is an example, and may be adjusted depending on the vehicle characteristics, required functions, vehicle size, etc. Furthermore, the specific adjustment amount for the control amount may also be changed depending on the vehicle characteristics, required functions, vehicle size, etc. Furthermore, although an example in which the steering angle, steering angular velocity, and steering timing are each defined separately has been shown here, this is not limiting. For example, priorities for the steering angle, steering angular velocity, and steering timing may be defined depending on the position of the center of gravity of the vehicle, and the adjustment amount may be defined to be greater for items with higher priorities.

[0038] [Control example] FIG. 4 is a graph diagram for explaining the concept of assist control according to this embodiment. Here, an example of adjusting the steering angle and steering angular velocity in EPS 120 will be explained. In FIG. 4, the vertical axis indicates the current [A] for control, and the horizontal axis indicates time [t]. In this example, when the current value is 0, the assist force is 0. Also, the case where the steering wheel (not shown) is rotated counterclockwise will be explained as an example. When the steering wheel is rotated clockwise, the current value appears downward. When the current value I θ indicates the current value when providing the desired steering angle θ in the counterclockwise assist control.

[0039] The example in Figure 4 shows the change in the control amount when steering is performed, maintained at a predetermined steering angle θ, and then returned to the original steering angle θ0. Time t0 is the timing when steering assist control starts. Time t3 is the timing when steering assist control ends. The shorter the period in which the current value changes and the greater the gradient of the change, the faster the steering angular velocity. For example, the gradient of the change is greater in the period from time t2 to time t3 than in the period from time t0 to time t1, so the steering angular velocity is faster in the period from time t2 to time t3.

[0040] Furthermore, the longer the period during which current is passed, the larger the steering angle during assist control. For example, the longer the period from time t1 to time t2, the longer the steering angle θ is maintained. Furthermore, the earlier the timing at which current is passed, the earlier the timing at which steering assist control begins.

[0041] FIG. 5 is a graph showing another example for explaining the concept of assist control according to this embodiment. In FIG. 5, the vertical axis indicates the current [A] for control, and the horizontal axis indicates time [t]. In this example, it is assumed that when the current value is 0, the assist force is 0. For the steering wheel (not shown), the current value changes upward in the case of a counterclockwise assist force, and the current value changes downward in the case of a clockwise assist force. The current value I θ indicates a current value corresponding to a target steering angle θ in counterclockwise assist control.

[0042] The example in Figure 5 shows the change in the control amount when steering is performed, maintained at a predetermined steering angle θ, and then returned to the original steering angle θ0. Time t0 is the timing when steering begins. From time t0 to time t1 is the period during which the steering wheel (not shown) is steered counterclockwise. The steering angle θ is reached at the timing of time t1. Then, from time t1 to time t2 is the period during which the steering angle θ is maintained. In other words, from time t1 to time t2, no operation is performed on the steering wheel. Furthermore, from time t2 to time t3 is the period during which the steering wheel is steered clockwise. At time t3, the steering angle returns to θ0.

[0043] The shorter the period during which the current value changes and the greater the gradient of the change, the faster the steering angular velocity. For example, when the current value I θ The shorter the period until the current reaches the target value, the greater the gradient of the change, resulting in a faster steering angular velocity. Also, the higher the current value, the larger the steering angle. Also, the earlier the current is supplied, the earlier the timing at which steering assist control begins.

[0044] [Control Flow] 6 is a flowchart of the control process according to this embodiment. This process flow may be implemented by the ADAS-ECU 113 reading and executing the program and various data according to this embodiment. At this time, the ADAS-ECU 113 performs control in cooperation with each part of the vehicle 100 by transmitting and receiving data to and from each part. When this process is performed, it is assumed that the vehicle 100 is in a state where it can run and is running in a running mode that can provide the LKA function.

[0045] In step S601, the ADAS-ECU 113 starts the LKA function.

[0046] In step S602, the ADAS-ECU 113 acquires height information of the vehicle 100 via the height sensor 111. The height information acquired here may be acquired as a relative distance from a reference position, or may be acquired as an absolute distance from a ground contact position such as a road.

[0047] In step S603, the ADAS-ECU 113 derives the center of gravity position of the vehicle 100 using the height information acquired in step S602. The center of gravity position may be determined using, for example, the method described in Patent Document 2. Note that the method for deriving the center of gravity position is not limited to the above, and other methods may be used. Furthermore, the center of gravity position is not limited to a method of estimating it using a numerical value, and a classification may be assigned as a result of comparison with a reference position, as shown in the correspondence table of FIG. 3. For example, the center of gravity position may be determined to be classified as either a center of gravity height (high / low) or a front-rear center of gravity (closer to the front / closer to the rear).

[0048] In step S604, the ADAS-ECU 113 determines whether or not assist control based on the center of gravity position is necessary, based on the center of gravity position derived in step S603. For example, if the center of gravity position is other than the reference position in step S603, it may be determined that assist control based on the center of gravity position is necessary. If assist control based on the center of gravity position is not necessary (step S604: NO), the processing of the ADAS-ECU 113 proceeds to step S605. On the other hand, if assist control based on the center of gravity position is necessary (step S604: YES), the processing of the ADAS-ECU 113 proceeds to step S606.

[0049] In step S605, the ADAS-ECU 113 sets a first mode. The first mode is a mode in which the center-of-gravity position of the vehicle 100 can be treated as a first state, and is a mode in which the control amount is not adjusted based on the center-of-gravity position. Then, the processing of the ADAS-ECU 113 proceeds to step S607.

[0050] In step S606, the ADAS-ECU 113 sets the second mode. The second mode is a mode in which the center of gravity position of the vehicle 100 is treated as a second state, and is a mode in which the control amount is adjusted based on the center of gravity position. In other words, it is a mode for realizing the assist control described with reference to FIG. 2B. Then, the processing of the ADAS-ECU 113 proceeds to step S607. Note that in this embodiment, the first mode and the second mode are defined corresponding to the first state and the second state of the vehicle, respectively, depending on the center of gravity position, but this is not limited to this. As described above, when more vehicle states are defined depending on the center of gravity position, more modes may be defined accordingly.

[0051] In step S607, the ADAS-ECU 113 acquires the steering angle for the EPS 120 via an angle sensor (not shown).

[0052] In step S608, the ADAS-ECU 113 acquires the steering angular velocity for the EPS 120 via an angle sensor (not shown).

[0053] In step S609, the ADAS-ECU 113 acquires an image of the surroundings of the vehicle 100 via the image sensor 112.

[0054] In step S610, the ADAS-ECU 113 derives control variables based on the various information acquired in steps S607 to S609 and the set mode. For example, the LKA function is used to detect the edge of the road on which the vehicle is traveling from the surrounding image acquired in step S609, and derive a travel route. As a result, for example, a route 202 as shown in FIG. 2B is derived. In the first mode, the control variables for traveling along the route 202 are derived based on the sensor values acquired in steps S607 and S608. At this time, the adjustment of the control variables as shown in FIG. 3 is not performed. On the other hand, in the second mode, the control variables for traveling along the route 202 are derived based on the sensor values and center-of-gravity position acquired in steps S607 and S608. At this time, the control variables for the steering angle, steering angular velocity, and steering timing as shown in FIG. 3 are adjusted.

[0055] In step S611, the ADAS-ECU 113 executes assist control of the vehicle 100 based on the control amount derived in step S610.

[0056] In step S612, the ADAS-ECU 113 determines whether the assist function has ended. The end here may be based on an instruction from the driver of the vehicle 100, or may be based on a change in the driving mode due to a predetermined condition. If the assist function has ended (step S612: YES), this processing flow ends. On the other hand, if the assist function has not ended (step S612: NO), the processing of the ADAS-ECU 113 returns to step S602 and repeats the processing.

[0057] As described above, this embodiment provides an appropriate driving assistance function that takes into account the influence of the center of gravity position of the vehicle, thereby making it possible to improve the assist performance of the vehicle.

[0058] <Other embodiments> In the above embodiment, an example was shown in which the control amount of the assist control was adjusted according to the center of gravity position. Alternatively, the adjustment amount may be changed according to the combination with the vehicle driving mode (for example, EV mode, series mode, or parallel mode).

[0059] Furthermore, the adjustment amount may be switched based on other information in addition to the center of gravity position. For example, the adjustment amount may be determined by combining the vehicle speed acquired by the speed sensor 110, the surrounding image acquired by the image sensor 112, road information acquired from map information, and the like. For example, the road surface condition, surrounding vehicles, and surrounding landmarks may be identified from the surrounding image, and the adjustment amount may be derived by combining these. The adjustment amount may also be derived by combining road characteristics such as the congestion state, curvature, gradient, and undulation of the road from the road information. The adjustment amount may also be switched depending on the driver's state (for example, hands-on / hands-off with respect to the steering wheel, direction of gaze).

[0060] Furthermore, with regard to the change in the center of gravity of the vehicle, the adjustment amount may be calculated after determining whether the load is inside the vehicle or placed on the roof or rear of the vehicle. For example, if the load is placed on the roof of the vehicle, it is more susceptible to external influences such as air resistance, even if the load has the same weight. Therefore, the adjustment amount for the control variable may be determined taking these factors into consideration.

[0061] In the above embodiment, the steering operation has been described assuming that it is performed by a driver. However, the present invention is not limited to this, and the configuration of the present invention may be applied when an ECU or the like performs steering operation in a driving assistance function or an autonomous driving function such as an ADAS (Advanced Driver-Assistance Systems) or an ADS (Autonomous Driving System).

[0062] Furthermore, in the present invention, a program or application for realizing the functions of one or more of the above-described embodiments can be supplied to a system or device via a network or a storage medium, etc., and one or more processors in the computer of the system or device can read and execute the program.

[0063] As such, the present invention is not limited to the above-described embodiments, and the present invention also contemplates the mutual combination of the various components of the embodiments, as well as modifications and applications by those skilled in the art based on the description in the specification and well-known techniques, and these modifications and applications are included in the scope of protection sought.

[0064] As described above, the present specification discloses the following: (1) A control device (e.g., 113) of a vehicle (e.g., 100) capable of executing a driving assistance function, a derivation unit (e.g., 113) that derives the center of gravity position of the vehicle; A calculation unit (e.g., 113) that calculates a steering control amount in the driving assistance function; an adjustment unit (for example, 113) that adjusts at least one of the steering angle, steering angular velocity, and steering timing of the control amounts in accordance with the center of gravity position; A vehicle control device having the above. This configuration makes it possible to provide an appropriate driving assistance function that takes into account the influence of the vehicle's center of gravity position, thereby improving the vehicle's assist performance.

[0065] (2) The vehicle control device described in (1) wherein the adjustment unit uses the case where the vehicle is in a first state as a reference for the center of gravity position and adjusts the control amount in a second state where the center of gravity position is different from the reference center of gravity position. According to this configuration, it is possible to adjust the control amount in accordance with a change in the center of gravity position from the reference state of the vehicle.

[0066] (3) A vehicle control device as described in (2), wherein, when the center of gravity height among the center of gravity positions is higher than the reference, the steering angle is adjusted to be smaller and the steering timing is adjusted to be earlier than the control amount corresponding to the reference. According to this configuration, it is possible to perform more appropriate steering control by assuming a case where the center of gravity height among the center of gravity positions is higher than the reference value.

[0067] (4) A vehicle control device described in (2) or (3), which adjusts the steering angle to be larger and the steering timing to be slower than the control amount corresponding to the standard when the center of gravity height among the center of gravity positions is lower than the standard. According to this configuration, it is possible to perform more appropriate steering control by assuming a case where the center of gravity height, which is one of the center of gravity positions, is lower than the reference value.

[0068] (5) A vehicle control device described in any one of (2) to (4), which adjusts the steering angular velocity and steering timing to be slower than the control amount corresponding to the reference when the front-to-rear center of gravity among the center of gravity positions is closer to the front than the reference. According to this configuration, it is possible to perform more appropriate steering control by assuming a case where the front-to-rear center of gravity of the center of gravity position is shifted forward from the reference position.

[0069] (6) A vehicle control device described in any one of (2) to (5), which adjusts the steering angular velocity and steering timing to be faster than the control amount corresponding to the reference when the front-to-rear center of gravity among the center of gravity positions is further rearward than the reference. According to this configuration, it is possible to perform more appropriate steering control by assuming a case where the front-to-rear center of gravity of the center of gravity position is shifted rearward from the reference position.

[0070] (7) The vehicle control device according to any one of (1) to (6), wherein the center of gravity position includes at least one of center of gravity height, front-to-rear center of gravity, and left-to-right center of gravity. According to this configuration, it is possible to adjust the control amount for driving assistance by taking into consideration changes in at least one of the center of gravity height, front-rear center of gravity, and left-right center of gravity as the center of gravity position of the vehicle.

[0071] (8) Further comprising an acquisition unit (e.g., 112, 113) that acquires at least one of the vehicle speed and surrounding information of the vehicle, The vehicle control device according to any one of (1) to (7), wherein the adjustment unit further calculates an adjustment amount for the control amount based on at least one of the vehicle speed and surrounding information.

[0072] (9) A control method for a vehicle (e.g., 100) capable of executing a driving assistance function, comprising: a deriving step of deriving a center of gravity position of the vehicle; a calculation step of calculating a steering control amount in the driving assistance function; an adjusting step of adjusting at least one of the steering angle, the steering angular velocity, and the steering timing among the control amounts in accordance with the center-of-gravity position; A vehicle control method comprising: This configuration provides an appropriate driving assistance function that takes into account the influence of the vehicle's center of gravity position, making it possible to improve the vehicle's assist performance.

[0073] Although various embodiments have been described above, it goes without saying that the present invention is not limited to such examples. It is clear that a person skilled in the art can conceive of various modifications or alterations within the scope of the claims, and it is understood that these also naturally fall within the technical scope of the present invention. Furthermore, the components of the above embodiments may be combined in any manner as long as they do not deviate from the spirit of the invention. [Industrial Applicability]

[0074] The present invention is applicable to the manufacturing industry of vehicles equipped with driving assistance functions (for example, electric vehicles, hybrid vehicles, and plug-in hybrid vehicles), as well as to the manufacturing industry of control devices installed in vehicles. [Explanation of symbols]

[0075] 100...Vehicle 101...Engine 102...Generator 103...Engine clutch 104...Drive shaft 105...Drive wheels (front wheels) 106...Motor clutch 107...Motor 108...ECU 109...Acceleration sensor 110...Speed sensor 111...Height sensor 112...Image sensor 113…ADAS-ECU 114...Battery 115...Axle 116...Driven wheels (rear wheels) 120…EPS

Claims

1. A control device for a vehicle capable of executing a driving assistance function, a derivation unit that derives a center of gravity position of the vehicle; a calculation unit that calculates a steering control amount in the driving assistance function; an adjustment unit that adjusts at least one of the steering angle, the steering angular velocity, and the steering timing among the control amounts in accordance with the center-of-gravity position; A vehicle control device having the above.

2. 2. The vehicle control device according to claim 1, wherein the adjustment unit uses a state in which the vehicle is in a first state as a reference for the center of gravity position, and adjusts the control amount in a second state in which the center of gravity position is different from the reference center of gravity position.

3. 3. The vehicle control device according to claim 2, wherein when the height of the center of gravity of the center of gravity position is higher than the reference value, the control amount is adjusted so that the steering angle is smaller and the steering timing is earlier than the control amount corresponding to the reference value.

4. 3. The vehicle control device according to claim 2, wherein when the height of the center of gravity of the center of gravity position is lower than the reference value, the control amount is adjusted so that the steering angle is larger and the steering timing is delayed compared to the control amount corresponding to the reference value.

5. 5. The vehicle control device according to claim 2, wherein, when the front-rear center of gravity of the center of gravity positions is closer to the front than the reference, the steering angular velocity is adjusted to be slower and the steering timing is adjusted to be slower than the control amount corresponding to the reference.

6. 5. The vehicle control device according to claim 2, wherein, when the front-rear center of gravity of the center of gravity positions is located rearward of the reference, the steering angular velocity is adjusted to be faster and the steering timing is adjusted to be earlier than the control amount corresponding to the reference.

7. The vehicle control device according to claim 1 , wherein the center of gravity position includes at least one of a center of gravity height, a front-rear center of gravity, and a left-right center of gravity.

8. an acquisition unit that acquires at least one of the vehicle speed and surrounding information of the vehicle; The vehicle control device according to claim 1 , wherein the adjustment unit further calculates an adjustment amount for the control amount based on at least one of the vehicle speed and surrounding information.

9. A control method for a vehicle capable of executing a driving assistance function, comprising: a deriving step of deriving a center of gravity position of the vehicle; a calculation step of calculating a steering control amount in the driving assistance function; an adjusting step of adjusting at least one of a steering angle, a steering angular velocity, and a steering timing among the control amounts in accordance with the center-of-gravity position; A vehicle control method comprising:

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