Vehicle control device

Abstract

To achieve both vehicle theft prevention after a vehicle is stopped and securing of portability of a vehicle to a safe place through driver abnormality time control.SOLUTION: A vehicle control device performs brake control processing in which braking fluid pressure is applied only to brake mechanisms for wheels on one side, right wheels or left wheels, among the break mechanisms to put the wheels on one side into a locked state under a condition that a vehicle is put into a stopped state or an almost stopped state through driver abnormality time control, vehicle control in response to detection of abnormality of a driver.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle control device in a vehicle having left and right wheels and a brake mechanism for each wheel, and particularly to a technique for preventing vehicle theft and ensuring the portability of the vehicle to a safe place when the vehicle is in a stopped state by driver abnormality control, which is vehicle control in response to detection of driver abnormality.

Background Art

[0002] The following Patent Document 1 discloses a brake control technique for locking all wheels (or one or more wheels) in response to detection of vehicle theft. Further, the following Patent Document 2 discloses a control technique for disturbing the intake air amount and the fuel injection amount with respect to the accelerator operation so that it becomes difficult to drive the vehicle in the case of key collation incompatibility (theft).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] In recent years, some vehicles as automobiles perform driver abnormality control known as MRM (Minimal Risk Maneuver). Driver abnormality control is vehicle control in response to detection of driver abnormality, specifically, control for decelerating the vehicle toward a stopped state. In driver abnormality control, in response to detection of driver abnormality, the vehicle is stopped at a predetermined evacuation place such as a roadside strip on a straight road. In addition, in driver abnormality control, control for notifying the surrounding of driver abnormality, such as sounding a horn, is also performed.

[0005] Here, after the vehicle has stopped due to driver abnormality control and the driver has been rescued, the vehicle is left in a stopped state. Such a state becomes an obstacle on the road for other vehicles, so it is required to promptly transport the stopped vehicle to a safe place. In addition, when the stopped vehicle is left unattended, there is also a risk of vehicle theft, and it is also required to perform some anti-theft control.

[0006] At this time, if anti-theft is prioritized and control is performed to make driving impossible, such as locking all wheels, the portability of the vehicle to a safe place will be impaired. On the other hand, if portability to a safe place of the vehicle is prioritized and driving-capable control is performed, the theft risk will be increased. Thus, it is considered difficult to achieve both anti-theft and ensuring portability to a safe place for a vehicle stopped by driver abnormality control.

[0007] The present invention has been made in view of the above circumstances, and an object thereof is to achieve both prevention of vehicle theft and ensuring portability of the vehicle to a safe place after the vehicle has stopped due to driver abnormality control.

Means for Solving the Problem

[0008] The vehicle control device according to the present invention is a vehicle control device in a vehicle having left and right wheels and a brake mechanism for each wheel, and includes one or more processors and one or more storage media in which a program executed by the one or more processors is stored. The program includes one or more instructions, and the instructions cause the one or more processors to execute a brake control process of applying brake hydraulic pressure only to the brake mechanism of one of the left and right wheels of the brake mechanism to lock the one wheel on the condition that the vehicle has entered a stopped state or a substantially stopped state by driver abnormality control, which is vehicle control in response to detection of driver abnormality. According to the above configuration, when the vehicle is stopped or in a substantially stopped state by the driver abnormality control such as MRM, only one of the left and right wheels of the vehicle is locked. By locking only one side wheel instead of all wheels, it becomes difficult for a thief to move the vehicle over a long distance for theft. On the other hand, since the drag resistance can be made smaller than in the case of all-wheel lock, it is designed so that it is possible for a person other than the thief to move the vehicle over a short distance to a safe place. Also, since it is a lock of only one side wheel, it becomes difficult to move the vehicle in the intended direction when the vehicle is towed. Therefore, for a thief, it takes time to load the vehicle onto a loading vehicle, and it is possible to reduce the willingness to steal the vehicle.

Advantages of the Invention

[0009] According to the present invention, it is possible to achieve both prevention of vehicle theft after vehicle stop by driver abnormality control and ensuring the portability of the vehicle to a safe place.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Mode for Carrying Out the Invention

[0011] <1. Device Configuration> Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a block diagram showing an outline of the configuration of a vehicle control device 10 as an embodiment. The vehicle control device 10 is provided inside the vehicle 1. In the present embodiment, the vehicle 1 is configured as, for example, a four-wheel automobile and as an engine vehicle having an engine as a drive source for the wheels. Hereinafter, regarding the four wheels of the vehicle 1, the front wheels are denoted as wheels 2 and the rear wheels are denoted as wheels 3. Further, when distinguishing between the left and right wheels, the right front wheel is denoted as wheel 2R, the left front wheel is denoted as wheel 2L, the right rear wheel is denoted as wheel 3R, and the left rear wheel is denoted as wheel 3L.

[0012] Although not shown in FIG. 1, the vehicle 1 has a brake mechanism 20 for each wheel. The configuration of the brake mechanism 20 of the vehicle 1 and the hydraulic circuit 30 for driving the brake mechanism 20 will be described later.

[0013] As shown in the figure, the vehicle control device 10 includes a key system control unit 11, an engine control unit 12, a brake control unit 13, a driving support control unit 14, a communication unit 15, an engine-related actuator 16, a brake-related actuator 17, sensors 18, an output unit 19, a bus BS, a hydraulic circuit 30, and a brake booster 41. The driving support control unit 14 is provided with a recognition processing unit 14a for recognizing the vehicle exterior environment and a control processing unit 14b for controlling the vehicle 1 related to driving support.

[0014] In the vehicle control device 10, the key system control unit 11, the engine control unit 12, the brake control unit 13, and the recognition processing unit 14a and control processing unit 14b in the driving assistance control unit 14 are provided with a processor such as a CPU (Central Processing Unit), and storage media as a ROM (Read Only Memory) and a RAM (Random Access Memory). In each ROM, the operation programs of the key system control unit 11, the engine control unit 12, the brake control unit 13, the recognition processing unit 14a, and the control processing unit 14b are stored, and in each RAM, the operation programs stored in the ROM are expanded. Further, each RAM is also used for temporarily storing data used in the processing by the key system control unit 11, the engine control unit 12, the brake control unit 13, the recognition processing unit 14a, and the control processing unit 14b. The key system control unit 11, the engine control unit 12, the brake control unit 13, and the driving assistance control unit 14 (recognition processing unit 14a, control processing unit 14b) are connected via a bus BS corresponding to, for example, CAN (Controller Area Network) communication, and are capable of performing data communication with each other.

[0015] The sensors 18 comprehensively indicate various sensors provided in the vehicle 1. The sensors included in the sensors 18 include, for example, an engine speed sensor 18a that detects the rotational speed of the engine, an accelerator opening sensor 18b that detects the depression amount of the accelerator pedal as an accelerator operation amount, a brake stroke sensor 18c that detects the depression amount of the brake pedal 25 provided in the vehicle 1 as a stroke amount, and the like. In addition, the sensors included in the sensors 18 include a wheel speed sensor 18d that detects the rotational speed of the wheels, a motion sensor 18e that detects the movement of the vehicle 1, such as an acceleration sensor or an angular velocity sensor, a position sensor 18f that detects the position of the vehicle 1 using GNSS (Global Navigation Satellite System) such as GPS (Global Positioning System), and a camera 18g that images the interior and exterior of the vehicle cabin, etc. In this example, the camera 18g includes a stereo camera for performing stereo imaging of external objects.

[0016] The communication unit 15 communicates with, for example, a portable terminal device used for locking and unlocking the door lock of the vehicle 1, starting the engine, etc., as a smart key or the like, that is, a portable terminal device that functions as a key for the vehicle 1. In this example, the identification information of the portable terminal device is stored in the portable terminal device.

[0017] The key system control unit 11 collates the identification information received by the communication unit 15 from the portable terminal device with the pre-registered identification information, and performs a determination process as to whether the mutual identification information matches as an authentication process. When there is a request to unlock the door lock, the key system control unit 11 unlocks the door lock if the authentication by the above authentication process is successful. In addition, the key system control unit 11 supplies an engine start permission signal to the engine control unit 12 on the condition that the authentication is successful.

[0018] Furthermore, when the key system control unit 11 detects that the above authentication process has been performed fraudulently, for example, by rewriting the registered identification information, etc., it outputs a fraud detection signal indicating that fact.

[0019] The engine control unit 12 controls various actuators provided as engine-related actuators 16 based on detection signals from predetermined sensors in the sensors 18, operation input information by an operator, and the like. As the engine-related actuators 16, various actuators related to engine driving, such as a throttle actuator that drives a throttle valve and an injector that performs fuel injection, are provided. The engine control unit 12 performs control to accelerate the vehicle 1 by driving actuators such as the throttle actuator and the injector described above based on a required torque set based on the accelerator operation amount.

[0020] In addition, the engine control unit 12 performs start / stop control of the engine in response to an operation of an ignition switch or the like. At this time, the engine control unit 12 performs start control of the engine on the condition that a permission signal for engine start is input from the key system control unit 11.

[0021] The brake control unit 13 controls various actuators provided as brake-related actuators 17 and the brake booster 41 based on detection signals from predetermined sensors in the sensors 18, operation input information by an operator, and the like. Examples of the brake-related actuators 17 include various actuators for brake hydraulic pressure control, such as a gate in valve 31, an electric motor 33, and a bypass valve 35 provided in a hydraulic circuit 30 of brake fluid shown in FIG. 2 described later. For example, the brake control unit 13 calculates a slip ratio of a wheel based on information on the wheel speed detected by the wheel speed sensor 18d and information on the vehicle body speed estimated from the information on the wheel speed, and controls the brake-related actuator 17 based on the information on the slip ratio to realize ABS (Antilock Braking System) control. In addition, the brake control unit 13 realizes ESP (Electronic Stability Program) control by controlling the brake-related actuator 17.

[0022] Further, the brake control unit 13 in the present embodiment in particular performs brake control processing in response to the vehicle 1 being stopped by the control in the event of driver abnormality, which will be described again later.

[0023] Here, in the vehicle control device 10 of this example, the brake control unit 13 is configured by a module integrated with a hydraulic circuit 30 including a brake-related actuator 17. Here, the module in which the brake control unit 13 and the hydraulic circuit 30 (including the internal brake-related actuator 17) are integrated is hereinafter referred to as the "brake control module 26". As a configuration of the brake control system, it may be divided into a module including a processor as the brake control unit 13 and a module including the hydraulic circuit 30, with the former module provided in the passenger compartment and the latter module provided in the engine room. However, in this example, a configuration is adopted in which the brake control module 26 in which the processor as the brake control unit 13 is also integrated is arranged in the engine room.

[0024] The driving support control unit 14 performs recognition processing of the external vehicle environment by the recognition processing unit 14a and the control processing unit 14b, and performs driving control of the vehicle 1 by giving instructions to the engine control unit 12, the brake control unit 13, and a steering control unit (a control unit that performs steering control, not shown in the figure) based on the result information of the recognition processing. Further, the driving support control unit 14 controls the output unit 19 to execute information output for various warnings and notifications. The output unit 19 comprehensively shows devices that perform visual, auditory, or tactile information output provided in the vehicle 1. Examples of the output devices included in the output unit 19 include image display devices such as liquid crystal displays, various lamps, sound output devices such as speakers (including horns), and tactile presentation devices such as vibrators.

[0025] The recognition processing unit 14a performs processing to recognize the external environment of the vehicle based on the captured image by the camera 18g described above. Examples of objects to be recognized here include road markings such as white lines on the road, guardrails, curbs, sidewalls, other vehicles, pedestrians, and obstacles on the roadside. In object recognition, the position of the object (relative position based on the vehicle 1) is also recognized. By using the captured image by the stereo camera described above as the captured image by the camera 18g, the position of the target object can be recognized including information on the distance to the object. Here, an example of recognizing the external environment based on the captured image by the camera 18g is shown. However, as the recognition processing of the external environment, for example, it can also be the recognition processing based on the information on the position of the vehicle 1 detected by the position sensor 18f and the map information. From the map information, information such as the number of lanes of the road on which the vehicle 1 is traveling and which lane the own vehicle is traveling in, the position information of the roadside evacuation area on the traveling road, and what kind of environment is around the traveling road (for example, whether there are specific facilities such as kindergartens and schools around, and what is the distance to them, etc.) can be recognized. Note that various methods for recognizing the external environment of the vehicle are conceivable and are not limited to a specific method.

[0026] The control processing unit 14b realizes vehicle control related to driving support by performing instructions and control on the engine control unit 12, the brake control unit 13, the steering control unit, and the output unit 19 based on the recognition result of the external environment by the recognition processing unit 14a. In particular, the control processing unit 14b in the present embodiment performs control in the event of driver abnormality, known as MRM (Minimal Risk Maneuver). Control in the event of driver abnormality means vehicle control in response to the detection of driver abnormality, specifically, control to decelerate the vehicle 100 toward a stopped state.

[0027] Regarding driver abnormality control, the control processing unit 14b detects driver abnormality based on the captured image of the camera 18g, specifically, the captured image of the camera that captures the driver inside the vehicle cabin. Note that for driver abnormality detection, it can also be performed based on the detection signals of sensors other than the camera, such as the detection signal of a touch sensor provided on the steering wheel, and is not limited to a specific method.

[0028] Also, regarding driver abnormality control, in response to the detection of driver abnormality, the control processing unit 14b gives an instruction to the brake control unit 13 to stop the vehicle 1 at a predetermined avoidance location such as a roadside avoidance area based on the result of the vehicle exterior environment recognition by the recognition processing unit 14a. At this time, if acceleration is required for the movement to the avoidance location, the control processing unit 14b gives an instruction to the engine control unit 12 to accelerate the vehicle 1. Also, if steering is required for the movement to the avoidance location, the control processing unit 14b gives an instruction to the above-described steering control unit to adjust the steering angle of the steering wheel. Furthermore, during the activation of driver abnormality control, the control processing unit 14b controls the output unit 19 to execute information output for warnings and notifications inside and outside the vehicle, for example. For example, it is the display of warning information on an image display device or the emission of a warning sound by an in-vehicle speaker, sounding a horn, etc.

[0029] Figure 2 is a diagram showing a configuration example of the braking system provided in the vehicle control device 10. As the configuration of the braking system in the vehicle control device 10, as shown in the figure, a brake mechanism 20, a brake pedal 25, a brake stroke sensor 18c, a brake booster 41, a master cylinder 42, a reservoir tank 43, and a brake control module 26 are provided.

[0030] The brake pedal 25 is connected to the brake booster 41. The brake stroke sensor 18c detects the stroke amount of the brake pedal 25 and supplies a detection signal to the brake control unit 13.

[0031] The brake booster 41 is configured as an electric brake booster and moves the primary piston of the master cylinder 42 based on the control of the brake control unit 13. For example, the brake booster 41 moves the primary piston by an amount corresponding to the depression amount of the brake pedal 25. Further, the brake booster 41 and the brake pedal 25 are mechanically connected so that brake hydraulic pressure can be supplied to the brake mechanism 20 in response to the operation of the brake pedal 25 in the event of an emergency or the like.

[0032] The master cylinder 42 is, for example, of a tandem type, is connected to the reservoir tank 43, and is connected to the brake mechanism 20 via the hydraulic circuit 30. The master cylinder 42 generates brake hydraulic pressure and applies the brake hydraulic pressure to the brake mechanism 20 via the hydraulic circuit 30.

[0033] The brake mechanism 20 is configured as, for example, a disc brake mechanism and is provided on each of the wheels 2R, 2L as the front wheels and the wheels 3R, 3L as the rear wheels. As shown in the figure, the brake mechanism 20 includes a brake caliper 21, a brake piston 22, a brake pad 23, and a brake rotor 24. A hydraulic chamber (not shown) for receiving brake fluid is formed in the brake caliper 21, and brake hydraulic pressure is applied via the hydraulic circuit 30. The brake piston 22 is slidably housed in the brake caliper 21 and moves (slides) inside the brake caliper 21 by the brake hydraulic pressure applied to the brake caliper 21 (the above hydraulic chamber).

[0034] The brake pad 23 is connected to the tip of the brake piston 22, and when the brake piston 22 moves by the brake hydraulic pressure, it is pressed against the brake rotor 24 that rotates integrally with the wheel. Thereby, the brake mechanism 20 brakes the vehicle 1 (the wheels).

[0035] The hydraulic circuit 30 is composed of two systems, namely a first hydraulic circuit 30a and a second hydraulic circuit 30b. In this example, the hydraulic circuit 30 corresponds to a left-right independent piping system. The first hydraulic circuit 30a is connected to the brake mechanism 20 provided on the wheels 2R and 3R, and the second hydraulic circuit 30b is connected to the brake mechanism 20 provided on the wheels 2L and 3L.

[0036] Since the first hydraulic circuit 30a and the second hydraulic circuit 30b have the same configuration, the same reference numerals will be used hereinafter for a common description. Also, regarding the hydraulic circuit 30, the terms "upstream" and "downstream" of the brake fluid are used, which mean the upstream and downstream when the master cylinder 42 is regarded as the fluid source of the brake fluid.

[0037] The master cylinder 42 is provided with a supply / discharge port 42a and a supply / discharge port 42b. A first liquid passage L1 is connected to each of the supply / discharge port 42a and the supply / discharge port 42b. That is, the upstream end of the first liquid passage L1 is connected to the master cylinder 42 (supply / discharge port 42a, supply / discharge port 42b). A gate inlet valve 31 is inserted in the middle of the first liquid passage L1, and the downstream end of the first liquid passage L1 is connected to the connection part between the downstream end of a seventh liquid passage L7 described later and the upstream end of a second liquid passage L2. A low-pressure chamber 40 is inserted in the middle of the seventh liquid passage L7, and a hydraulic pump 32 and a pulsation pressure reducing mechanism 34 are inserted in the middle of the second liquid passage L2.

[0038] Also, the upstream end of an eighth liquid passage L8 is connected in the middle of the first liquid passage L1. Specifically, the upstream end of the eighth liquid passage L8 is connected to a portion of the first liquid passage L1 that is upstream of the gate inlet valve 31. A bypass valve 35 is inserted in the middle of the eighth liquid passage L8, and the downstream end of the eighth liquid passage L8 is connected to a portion of the second liquid passage L2 that is downstream of the hydraulic pump 32 and the pulsation pressure reducing mechanism 34.

[0039] A third liquid passage L3 and a fourth liquid passage L4 are branched and connected to the downstream end of the second liquid passage L2. The third liquid passage L3 has a pressure valve 36 inserted therein midway, and the fourth liquid passage L4 has a pressure valve 37 inserted therein midway. In the case of this example where there are left and right independent pipelines, the downstream ends of the third liquid passages L3 are respectively connected to the braking mechanisms 20 (brake calipers 21) of the wheels 2R, and the braking mechanisms 20 of the wheels 2L, and the downstream ends of the fourth liquid passages L4 are respectively connected to the braking mechanisms 20 of the wheels 3R and the braking mechanisms 20 of the wheels 3L. Note that the third liquid passage L3 and the fourth liquid passage L4 may be connected to the braking mechanisms 20 of any wheel. For example, in the case of cross - piping, the third liquid passage L3 and the fourth liquid passage L4 of the first hydraulic circuit 30a can be respectively connected to the braking mechanisms 20 of the wheels 2R and 3L, and the third liquid passage L3 and the fourth liquid passage L4 of the second hydraulic circuit 30b can be respectively connected to the braking mechanisms 20 of the wheels 2L and 3R.

[0040] The upstream end of the fifth liquid passage L5 is connected to a portion of the third liquid passage L3 that is upstream of the downstream end connected to the braking mechanism 20 and downstream of the pressure valve 36. Also, the upstream end of the sixth liquid passage L6 is connected to a portion of the fourth liquid passage L4 that is upstream of the downstream end connected to the braking mechanism 20 and downstream of the pressure valve 37.

[0041] A pressure - reducing valve 38 and a pressure - reducing valve 39 are respectively inserted midway in the fifth liquid passage L5 and the sixth liquid passage L6. The downstream ends of the fifth liquid passage L5 and the sixth liquid passage L6 are connected to a seventh liquid passage L7. In the seventh liquid passage L7, the low - pressure chamber 40 is inserted in a portion downstream of the connection portion with the downstream ends of these fifth liquid passage L5 and sixth liquid passage L6. The low - pressure chamber 40 is provided for temporarily storing the brake fluid.

[0042] In the second liquid passage L2, the hydraulic pump 32 and the pulsation pressure - reducing mechanism 34 are inserted between the connection portion with the downstream end of the eighth liquid passage L8 and the connection portion with the downstream ends of the seventh liquid passage L7 and the first liquid passage L1. The hydraulic pumps 32 of the first hydraulic circuit 30a and the second hydraulic circuit 30b are driven by a common electric motor 33. The pulsation pressure reducing mechanism 34 attenuates the pulsation of the brake fluid discharged from the hydraulic pump 32.

[0043] Here, in this example, the gate inlet valve 31, the pressure reducing valve 38, and the pressure reducing valve 39 are normally closed electromagnetic solenoid valves that close when de-energized and open when energized. On the other hand, the bypass valve 35, the pressure increasing valve 36, and the pressure increasing valve 37 are normally open electromagnetic solenoid valves that open when de-energized and close when energized.

[0044] The gate inlet valve 31, the electric motor 33, the bypass valve 35, the pressure increasing valve 36, the pressure increasing valve 37, the pressure reducing valve 38, and the pressure reducing valve 39 are controlled by the brake control unit 13.

[0045] Also, in this example, in both the first hydraulic circuit 30a and the second hydraulic circuit 30b, a locking portion 50 is provided for the bypass valve 35, and this locking portion 50 will be described later in detail.

[0046] When the brake control unit 13 is not performing brake fluid pressure control such as ABS control or ESP control, the gate inlet valve 31, the pressure reducing valve 38, and the pressure reducing valve 39, which are normally closed valves, are in the closed state, and the bypass valve 35, the pressure increasing valve 36, and the pressure increasing valve 37, which are normally open valves, are in the open state. Also, the electric motor 33 is not driven, and the hydraulic pump 32 is also stopped.

[0047] Here, when the driver depresses the brake pedal 25 while the brake control unit 13 is not performing brake fluid pressure control such as ABS control, the brake fluid pressure generated in the master cylinder 42 is branched into the third hydraulic passage L3 and the fourth hydraulic passage L4 through the first hydraulic passage L1, the eighth hydraulic passage L8, and the second hydraulic passage L2 and supplied to the brake mechanism 20. Then, the brake mechanism 20 brakes the wheels by this brake fluid pressure.

[0048] On the other hand, during brake hydraulic pressure control such as ABS control or ESP control, the brake control unit 13 controls to open the gate inlet valve 31, which is a normally closed valve, and to close the bypass valve 35, which is a normally open valve. As described above, since the pressure valves 36 and 37 are normally open valves and the pressure reducing valves 38 and 39 are normally closed valves, depending on the above control, the gate inlet valve 31, the pressure valves 36, and the pressure valve 37 are opened, and the bypass valve 35, the pressure reducing valves 38, and the pressure reducing valve 39 are closed. Also, the brake control unit 13 drives the electric motor 33 during brake hydraulic pressure control such as ABS control or ESP control.

[0049] By performing the above control, the hydraulic pump 32 rotates due to the drive of the electric motor 33, and the brake fluid stored in the reservoir tank 43 is sucked into the first liquid passage L1 via the master cylinder 42 independently of the operation of the brake pedal 25. Then, the brake fluid sucked into the first liquid passage L1 branches into the third liquid passage L3 and the fourth liquid passage L4 via the second liquid passage L2 through the gate inlet valve 31 and is supplied to the brake mechanism 20. Then, the brake mechanism 20 brakes the wheels by the pressurization of this brake hydraulic pressure.

[0050] Also, when the brake control unit 13 reduces the hydraulic pressure applied to the brake mechanism 20, such as when temporarily weakening the braking force in ABS control, the bypass valve 35 and the pressure valves 36 and 37 are respectively controlled to be in the closed state, and the pressure reducing valves 38 and 39 are respectively controlled to be in the open state. At this time, the open state of the gate inlet valve 31 (normally closed valve) is maintained. As a result, the gate inlet valve 31 and the pressure reducing valves 38 and 39 are opened, and the bypass valve 35 and the pressure valves 36 and 37 are closed. Also, the brake control unit 13 continues the driving state of the electric motor 33.

[0051] In this case, when the hydraulic pump 32 rotates due to the driving of the electric motor 33, the brake fluid in the brake mechanism 20 (brake caliper 21) flows into the seventh hydraulic passage L7 through the third hydraulic passage L3 and the fourth hydraulic passage L4 via the fifth hydraulic passage L5 and the sixth hydraulic passage L6, respectively. Then, the brake fluid that has flowed into the seventh hydraulic passage L7 is stored in the low-pressure chamber 40. As a result, the brake fluid pressure in the brake mechanism 20 is reduced, and the braking of the wheels by the brake mechanism 20 is released.

[0052] <2. Brake control as an embodiment> In the present embodiment, when the vehicle 1 stops due to the driver abnormality control described above, the brake control unit 13 performs the brake control as an embodiment. FIG. 3 is a functional block diagram showing the functions according to the embodiment of the brake control unit 13. As shown in the figure, the brake control unit 13 has a function as a brake control processing unit F1. The brake control processing unit F1 performs a brake control process of applying brake fluid pressure only to the brake mechanism 20 of one of the left and right wheels of the brake mechanism 20 on the condition that the vehicle 1 has stopped due to the driver abnormality control, and setting one side of the wheels in a locked state. Specifically, the brake control processing unit F1 performs a brake control for setting all the wheels on either the left or right side in a locked state.

[0053] In this example, the brake control for setting only one side of the wheels in a locked state as described above is realized by maintaining the valve disposed in the brake fluid passage to the brake mechanism 20 in a closed state while applying brake fluid pressure to the brake mechanism 20 in the hydraulic circuit 30 on either the left or right side. Specifically, in this example, by maintaining the bypass valve 35 as the normally open valve shown in FIG. 2 in a closed state, the locked state of one side of the wheels is maintained even when the brake control module 26 including the brake control unit 13 is powered off. Note that, as will be described later, pressure valves 36 and 37 can also be used as the normally open valves for maintaining the locked state.

[0054] Here, in order to enable the bypass valve 35 to be maintained in the closed state as described above, in this example, a locking portion 50 is provided for the bypass valve 35. With reference to FIGS. 4 and 5, a structural example of the locking portion 50 and the bypass valve 35 will be described. Note that in FIGS. 4 and 5, the structure of the bypass valve 35 shows a cross-sectional structure.

[0055] In this example, an example using a spool valve for the bypass valve 35 will be described, but a valve other than the spool valve can also be used for the bypass valve 35. The bypass valve 35 has, for example, a spool 35b, an electromagnetic coil 35c, and a biasing member 35d disposed inside a case 35e as an outer housing. A through hole 35a is formed in a substantially central portion of the case 35e, and pipe portions (the pipe portions of the eighth liquid passage L8 in this example: refer to FIG. 2) constituting the liquid passages of the brake fluid are connected to both ends of the through hole 35a.

[0056] The spool 35b is formed in a substantially cylindrical shape, and a plurality of locations where the diameter narrows are formed in the middle. In the spool 35b, the large-diameter portions are sliding portions (land portions) b that slide in contact with the inner wall of the case 35e. In this example, three sliding portions b are formed, and are denoted by reference numerals b1, b2, and b3 in the drawing.

[0057] The spool 35b constitutes a movable part in a solenoid actuator using the electromagnetic coil 35c, and is driven rightward in the drawing according to the energization of the electromagnetic coil 35c (refer to the transition from FIG. 4 to FIG. 5). The biasing member 35d has a biasing force in a direction to move the spool 35b in a direction opposite to this driving direction.

[0058] In FIG. 4, the electromagnetic coil 35c shows a non-energized state. In this state, the spool 35b is driven to the left side of the paper surface by the biasing force of the biasing member 35d. As shown in the figure, the through hole 35a is not blocked by any of the sliding portions b and is in an open state as a valve. That is, the bypass valve 35 as a normally open valve is realized.

[0059] On the other hand, when the electromagnetic coil 35c is energized, the spool 35b is driven to the right in the paper surface against the biasing force of the biasing member 35d. In this state, the through hole 35a is blocked by the sliding portion b (in this example, the sliding portion b3), and the valve is in a closed state.

[0060] The locking portion 50 has a locking member 51 and a driving portion 52. The locking member 51 is a columnar member such as a substantially cylindrical shape or a substantially prismatic shape in this example. The driving portion 52 is configured to be able to drive the locking member 51 in the axial direction by energization. Although not shown, the driving portion 52 is controlled by the brake control unit 13.

[0061] In the bypass valve 35 of this example, a hole portion H1 and a hole portion H2 are formed as a configuration for enabling the maintenance of the closed state. As shown in the figure, the hole portion H1 is a hole portion penetrating a part of the case 35e, and the hole portion H2 is a hole portion formed in any one of the sliding portions b (in this example, the sliding portion b1) of the spool 35b.

[0062] The locking portion 50 is arranged at a position where the locking member 51 is inserted into the hole portion H1 when the locking member 51 is driven in the direction of protruding from the driving portion 52. Also, in the bypass valve 35, the hole portion H2 is formed at a position where it can communicate with the hole portion H1 in a state where the spool 35b is driven so that the bypass valve 35 is in a closed state.

[0063] When the bypass valve 35 is in the open state, the driving portion 52 does not drive the locking member 51, and the locking member 51 is in a state where its tip portion is not inserted into the hole portion H2 as shown in FIG. 4.

[0064] On the other hand, when the bypass valve 35 is to be maintained in the closed state, the driving member 52 drives the locking member 51 in the direction of protruding from the driving member 52. As a result, as shown in FIG. 5, the tip of the locking member 51 is inserted into the hole H2 through the hole H1. Thereby, the position of the spool 35b is fixed at the position where the bypass valve 35 is in the closed state, and the closed state of the bypass valve 35 is maintained.

[0065] FIG. 6 is a cross-sectional view for explaining a configuration example of the driving portion 52 in the locking portion 50. FIG. 6A shows the state before driving of the locking member 51, and FIG. 6B shows the state after driving of the locking member 51. As shown in the drawing, the driving portion 52 includes a first actuator 52a, a biasing member 52b, and a second actuator 52c. In this case also, a hole 51a is formed in the locking member 51.

[0066] The first actuator 52a is configured as a solenoid actuator that translates a movable member, for example, in the shape of a rod. The biasing member 52b biases the locking member 51 in the direction of protruding from the driving member 52. In the state before driving shown in FIG. 6A, the tip of the movable member of the first actuator 52a is inserted into the hole 51a of the locking member 51, and the locking member 51 is locked in the non-protruding state.

[0067] On the other hand, when the locking member 51 is to be protruded to lock the bypass valve 35, the first actuator 52a is energized to release the locked state of the locking member 51. Then, by the biasing force of the biasing member 52b, the locking member 51 is driven in the protruding direction. That is, the locked state of the bypass valve 35 shown in FIG. 5 is realized.

[0068] Here, in the drive unit 52, the second actuator 52c is provided as an actuator for returning the locking member 51 in the protruding state to the non-protruding state. As the second actuator 52c, for example, an actuator as a motor is used. For example, a gear rotated by a motor as the second actuator 52c is provided, and a rack portion meshing with the gear is formed on the side surface portion of the locking member 51. Thereby, by energizing the second actuator 52c, it becomes possible to return the position of the locking member 51 to the non-protruding state position against the biasing force by the biasing member 52b. After returning the locking member 51 to the non-protruding state position in this way, by inserting the tip of the movable member of the first actuator 52a into the hole portion 51a, it becomes possible to return to the state before driving shown in FIG. 6A.

[0069] For example, by adopting the configuration shown in FIG. 6, after locking the bypass valve 35, it becomes possible to return the locking portion 50 to a state where the bypass valve 35 can be locked again.

[0070] Note that the configuration related to maintaining the closed state of the bypass valve 35 described above is merely an example and is not limited to this configuration. For example, the number of the sliding portions b is not limited to three, and at least one is sufficient. Which of the sliding portions b is provided with the hole portion H2 is arbitrary. Also, the hole portion H2 is not limited to being provided in the sliding portion b, and it is also conceivable to provide the hole portion H2 in a portion other than the sliding portion b in the spool 35b. Also, in the application to other than the spool valve, similarly, a configuration may be adopted in which the position of the member that controls the opening and closing of the valve is mechanically locked (latched) to the position where the valve is in the closed state.

[0071] Also, regarding the configuration for returning the locking portion 50 to a state where the bypass valve 35 can be locked, the configuration exemplified above is merely an example, and of course, other configurations can be adopted.

[0072] Returning the explanation to FIG. 3. The brake control processing unit F1 performs the brake control for one-sided wheel lock as described above on the condition that after the vehicle 1 has been stopped by the driver abnormal time control and the key of the vehicle 1 has become undetected. That is, the brake control is performed on the condition that the above-described portable terminal device has become undetected within the communicable range by the key system control unit 11 shown in FIG. 1.

[0073] The fact that the key of the vehicle 1 has become undetected after the vehicle 1 has been stopped by the driver abnormal time control means that it is highly likely that the driver has been rescued and the vehicle has been left unattended. Therefore, according to the above configuration, it is possible to perform the lock control of one-sided wheels in response to a high possibility of theft, which is preferable.

[0074] Further, the brake control processing unit F1 in the present example determines which of the left and right wheels to lock based on the vehicle exterior environment recognition result in the brake control for one-sided wheel lock.

[0075] FIG. 7 is an explanatory diagram of the yaw moment (yawing moment) generated in the vehicle 1 when another vehicle 90 collides from behind. For example, as shown by the hatching in the figure, when only the one-sided wheels on the left side of the vehicle 1 are locked, a left-turning yaw moment as shown by the arrow X in the figure is generated in response to a collision of another vehicle 90 from behind (a collision from directly behind). Although illustration is omitted, conversely, when only the one-sided wheels on the right side are locked, a right-turning yaw moment is generated in response to a collision of another vehicle 90 from behind.

[0076] There are various ways of thinking about the method of determining the locked wheels based on the vehicle exterior environment recognition result. For example, when a driving lane is recognized on the right side of the vehicle 1, it is desirable to avoid the vehicle 1 jumping out to the right in response to a collision from behind. For this reason, when a driving lane is recognized on the right side of the vehicle 1, it is conceivable to determine the left wheels as the locked wheels. Alternatively, even if a driving lane is recognized on the right side, for example, when a facility where many people gather such as a kindergarten or school is recognized on the left side at a short distance, in order to prevent the vehicle from jumping out to the left (since other vehicles on the driving lane may avoid the jumped-out vehicle 1), it may be considered to determine the right-side wheels as the locked wheels.

[0077] In the determination process of the locked wheels, based on the positional relationship between the vehicle 1 and one or a plurality of recognized objects recognized outside the vehicle, such as a driving lane, other vehicles, pedestrians, obstacles, facilities such as schools, etc., when the vehicle 1 jumps out in response to an object collision, the wheels on the side with higher safety may be determined as the locked wheels.

[0078] Here, by locking only one side of the wheels instead of all the wheels, it becomes difficult for a thief to move the vehicle 1 over a long distance for theft, while the drag resistance can be made smaller than in the case of all-wheel lock, so that it is possible to move the vehicle 1 over a short distance for others other than the thief to take shelter in a safe place. Also, when only one side of the wheels is locked, it becomes difficult to move the vehicle 1 in the intended direction when the vehicle 1 is towed, so for the thief, it takes time to load the vehicle 1 onto a loading vehicle, and it is possible to reduce the desire to steal the vehicle 1. Therefore, it is possible to achieve both prevention of vehicle theft after the vehicle stops due to abnormal driver control and ensuring the portability of the vehicle to a safe place.

[0079] Also, in this example, as the one-sided wheel lock control, control is performed to lock all the wheels on one side. By doing so, the drag resistance can be increased compared to the case of locking only one wheel on one side, making it difficult for a thief to tow the vehicle, etc., and improving the anti-theft effect.

[0080] Here, in the present embodiment, after the vehicle 1 is stopped by the driver abnormality control, the brake control processing unit F1 starts the brake dragging control in response to a valid accelerator operation. The valid accelerator operation referred to here means an accelerator operation that should be accepted as an acceleration instruction for the vehicle 1. For example, an accelerator operation in a state where the engine is not started should not be accepted as an acceleration instruction for the vehicle 1. The valid accelerator operation here means, for example, an accelerator operation that should be accepted as an acceleration instruction for the vehicle 1, such as an accelerator operation after the engine is started and the transmission shift is set to the driving range (D range or R range).

[0081] Also, the brake dragging control referred to here means giving an instruction to the acceleration control unit (the engine control unit 12 in this example) to accelerate the vehicle 1 with an offset required torque, which is a required torque larger than the required torque corresponding to the accelerator operation by the offset torque, and controlling so that a brake hydraulic pressure that cancels the above offset torque is applied to the brake mechanism 20. In this example, the wheels to be the target of the brake dragging control are, for example, all wheels.

[0082] When the vehicle 1 is stopped due to the driver abnormality control as described above and an effective accelerator operation is detected, the dragging control of the brake is started. Thus, when the vehicle 1 is left unattended with the key remaining after the stop by the driver abnormality control, that is, when the vehicle 1 is left in a state where it can be driven by a third party such as a thief, the vehicle 1 can run, but it is possible to perform control to keep the brake in a dragged state during running. When a thief notices that the brake control for theft prevention has been activated, the thief tries to cancel the control. However, due to the above-described brake dragging control, since the vehicle 1 accelerates in response to the accelerator operation, it is possible to make it difficult for the thief to realize that the brake control has been activated. And since the dragged state of the brake continues during the running of the vehicle 1, eventually the brake fades, making it difficult for the thief to continue driving and taking away the vehicle 1. That is, it is possible to reduce the thief's desire to take away the vehicle 1.

[0083] In this example, the brake control processing unit F1 performs processing to notify the occupant that a brake failure has occurred during the execution of the above-described brake dragging control. Specifically, the output unit 19 is controlled to execute screen display and sound output for the notification.

[0084] Also, the brake control processing unit F1 performs control (control of the output unit 19) so that the brake lamp does not light up with respect to the application of brake hydraulic pressure to the brake mechanism 20 for canceling the offset torque during the above-described brake dragging control. On the other hand, during the brake dragging control, control is performed to turn on the brake lamp in response to the operation of the brake pedal 25.

[0085] After the vehicle 1 has stopped due to driver abnormality control, in the situation where the vehicle 1 is running with the key left, it is considered that not a thief but a good-faith third party is driving the vehicle 1 and moving it to a safe place. By giving the above brake failure notification, when a good-faith third party is moving the vehicle 1 in this way, it is possible to encourage the driver to drive carefully while suppressing the speed of the vehicle 1, and it is possible to make it difficult for the brake to fade. Also, by performing the above brake lamp control, it is possible to make it difficult for a thief to notice the activation of the brake control for theft prevention. Especially at night, it is preferable because it is easy for a thief to notice that the brake lamp is lit regardless of their own brake pedal operation.

[0086] Also, by performing the above brake lamp control, it is possible to prevent the brake lamp from lighting up during the acceleration of the vehicle 1. Therefore, for example, it is possible to prevent it from interfering with the driving of other vehicles such as following vehicles.

[0087] Here, when the brake fades, due to the sound and light (such as sparks) from the brake mechanism 20, it becomes easier for people around to notice the vehicle 1. Also, when the brake fades, an odor such as a burnt smell is generated from the brake mechanism 20. By the actions of the sound, light, and odor associated with these brake fades, it is also possible to reduce the thief's desire to take away the vehicle 1, and in this regard, the anti-theft effect can be improved.

[0088] Even if the brake fades due to the drag control of the brake, since the brake pads 23 and the brake rotors 24, which are relatively inexpensive parts, are only damaged to the extent that they can be restored easily.

[0089] <3. Processing Procedure> Referring to the flowchart of FIG. 8, an example of a specific processing procedure for realizing the brake control as the above-described embodiment will be described. The process shown in FIG. 8 is executed by the CPU of the brake control unit 13 according to a program stored in a storage medium such as a ROM provided in the brake control unit 13, for example.

[0090] First, in step S101, the brake control unit 13 performs a process of waiting until the driver abnormality control is activated. Then, when the driver abnormality control is activated, the brake control unit 13 waits in step S102 until the vehicle 1 stops.

[0091] When it is determined in step S102 that the vehicle 1 has stopped, the brake control unit 13 determines in step S103 whether the key has become undetectable. That is, it is determined whether the portable terminal device as the key of the vehicle 1 has become in a state where it cannot be detected within the detectable range by the key system control unit 11.

[0092] In step S103, when it is determined that the key has become undetectable, the brake control unit 13 proceeds to step S104 and determines whether there has been a valid accelerator operation. That is, it is determined whether an accelerator operation that should be received as an acceleration instruction for the vehicle 1, as exemplified above, has been detected. When it is determined in step S104 that there has been no valid accelerator operation, the brake control unit 13 proceeds to step S105 and determines whether there has been a vehicle system OFF operation, that is, whether an operation to turn off the power of the vehicle control device 10 has been performed. When it is determined that there has been no vehicle system OFF operation, the brake control unit 13 returns to step S103. By the processes of steps S103, S104, and S105 as described above, a loop process is formed to wait for the establishment of any of the conditions that the key becomes undetectable, a valid accelerator operation is performed, or a vehicle system OFF operation is performed.

[0093] In step S103, when it is determined that the key is not detected, the brake control unit 13 proceeds to step S106, obtains the result of the vehicle external environment recognition by the recognition processing unit 14a, and then executes the locked wheel determination process in step S107. Since the locked wheel determination process based on the vehicle external environment recognition result has already been described, duplicate description is avoided.

[0094] In step S108 following step S107, the brake control unit 13 performs the lock control process for the determined single-side wheel, and ends the process shown in FIG. 8.

[0095] FIG. 9 is a flowchart showing the lock control process of step S108. In the lock control process of this step S108, the brake control unit 13 first performs open control of the gate-in valve 31 on the determined side in step S151. That is, among the first hydraulic circuit 30a (hydraulic circuit 30 for the right-side wheel) and the second hydraulic circuit 30b (hydraulic circuit 30 for the left-side wheel) shown in FIG. 2, the gate-in valve 31 (normally closed valve) in the hydraulic circuit 30 for the wheel on the determined side in the previous step S107 is controlled to the open state. Thereby, in the hydraulic circuit 30 on the wheel side to be locked, it becomes possible to draw the brake fluid in the reservoir tank 43 to the brake mechanism 20 side through the gate-in valve 31.

[0096] In step S152 following step S151, the brake control unit 13 performs closed control of the bypass valve 35 (normally open valve) on the determined side, and then performs drive control of the locking member 51 in step S153. That is, the drive unit 52 (first actuator 52a) is controlled to drive the locking member 51 in the protruding direction, thereby maintaining the bypass valve 35 in the closed state.

[0097] In step S154 following step S153, the brake control unit 13 turns on the electric motor 33, and after performing a process of waiting for a predetermined time in the next step S155, the brake control unit 13 performs a process of stopping the energization of the gate in-valve 31 in step S156, and further performs a process of turning off the electric motor 33 in the subsequent step S157, thereby ending the lock control process of step S108.

[0098] By performing the processes from step S154 to S157 as described above, the hydraulic pump 32 is driven for a predetermined time, and the brake fluid in the reservoir tank 43 is drawn into the target brake mechanism 20 via the first liquid path L1 (gate in-valve 31), the second liquid path L2, the third liquid path L3, and the fourth liquid path L4. That is, brake fluid pressure can be applied to the target brake mechanism 20. At this time, since the bypass valve 35 is maintained in the closed state by the processes of steps S152 and S153, even if the electric motor 33 is turned off in step S157, the state of applying hydraulic pressure to the brake mechanism 20 is maintained, and the locked state of one side wheel continues.

[0099] In the lock control process of one side wheel as described above, the closing control (S152) of the bypass valve 35 and the drive control (S153) of the locking member may be executed before the opening control (S151) of the gate in-valve 31. Also, when the gate in-valve 31 is configured as a valve that allows brake fluid to pass only from the upstream side to the downstream side, the energization stop of the gate in-valve 31 (S156) is not necessarily executed.

[0100] Return the explanation to FIG. 8. When the brake control unit 13 determines in step S105 that a vehicle system OFF operation has been performed, the process proceeds to step S106. That is, in this example, after the vehicle 1 stops due to the driver abnormality control, even if the key is not detected, when the vehicle control device 10 is turned off, the lock control of one side wheel (S108) is performed. Note that, as an execution condition for the lock control of one-side wheels, it is also possible to make the non-detection of the key an essential condition.

[0101] Further, when it is determined in step S104 that there is an effective accelerator operation, the brake control unit 13 proceeds to step S109 and gives an instruction to the engine control unit 12 to start offsetting the required torque. That is, as the required torque used for the acceleration control of the vehicle 1, an instruction is given to start the acceleration control using the above-described offset required torque.

[0102] In step S110 following step S109, the brake control unit 13 starts the application control of the brake hydraulic pressure that cancels the offset torque. Here, the brake hydraulic pressure for canceling the offset torque may be the brake hydraulic pressure set to completely cancel the offset torque, or may be the brake hydraulic pressure set to cancel a part of the offset torque. Also, the offset torque can be made variable according to the accelerator operation amount, and accordingly, the brake hydraulic pressure for canceling the offset torque can also be made variable according to the accelerator operation amount.

[0103] In this example, the application of the brake hydraulic pressure for canceling the offset torque is performed using the hydraulic pump 32 (electric motor 33). Specifically, in the same manner as in the case of the lock control of one-side wheels described with reference to FIG. 9, with the gate inlet valve 31 opened and the bypass valve 35 closed, the electric motor 33 is turned on to apply the brake hydraulic pressure to the brake mechanism 20, and this control is performed for both the first hydraulic circuit 30a and the second hydraulic circuit 30b.

[0104] Regarding the application of brake hydraulic pressure to cancel the offset torque, it can be performed using the brake booster 41. However, in that case, the brake pedal 25 will move according to the hydraulic pressure application, increasing the risk that the thief will notice that the brake control for theft prevention has been activated. By applying hydraulic pressure using the electric pump as described above, it is possible to prevent such a risk from occurring and improve the theft prevention effect. At this time, by reducing the driving noise of the electric motor 33, for example, by driving the electric pump at a speed slower than normal, it is also possible to make it more difficult for the thief to notice the activation of the brake control for theft prevention.

[0105] Also, in this example, during the brake dragging control, the brake control unit 13 causes the output unit 19 to execute the information output for the brake failure notification as described above. Furthermore, during the brake dragging control in this example, the brake control unit 13 controls so that the brake lamp does not light up for the brake hydraulic pressure application for canceling the offset torque as described above.

[0106] In response to starting the hydraulic pressure application control in step S110, the brake control unit 13 waits for either the condition that the vehicle system OFF operation is performed in step S111 or the condition that the key is not detected to be satisfied. When it is determined that any of these conditions is satisfied, the brake control unit 13 proceeds to the process of step S106 described above.

[0107] As described above, in this example, after the brake dragging control is started, in response to the operation of turning off the power of the vehicle control device 10 or the condition that the key is not detected, the lock control of one side wheel is executed. Thereby, in the case where the thief gives up driving the vehicle 1 away by himself and leaves the vehicle 1, it is possible to perform the lock control of one side wheel, and it is possible to prevent the occurrence of further theft damage such as the vehicle 1 being taken away by another thief.

[0108] Here, although the description with reference to the drawings is omitted, after the lock control of one-sided wheels is activated, it is conceivable that the driver himself or a good-faith third party can return the vehicle 1 to the state before the activation of this control. For that purpose, it is only necessary to release the locked state (maintenance of the closed state) of the bypass valve 35. Specifically, in this example, the brake control unit 13 drives the second actuator 52c in the drive unit 52 to return the locking member 51 to the non-protruding position. As a result, the bypass valve 35 returns to the open state by the biasing force of the biasing member 35d, and the brake fluid can be returned to the upstream side (master cylinder 42, reservoir tank 43) via the eighth liquid passage L8.

[0109] Also, at this time, as described above, by driving the first actuator 52a and inserting the tip of the movable member of the first actuator 52a into the hole 51a of the locking member 51, it becomes possible to return the lock control of one-sided wheels to a state where it can be executed again.

[0110] It is desirable that the release of the lock control of one-sided wheels can be performed only by a predetermined organization, such as a public organization such as the police or a neutral organization such as a dealer, by using a predetermined tool.

[0111] <4. Modification Example> Note that the embodiments are not limited to the specific examples described above, and various modification examples can be adopted. For example, in the above, a disk brake mechanism is exemplified as the brake mechanism 20, but the present invention can also be preferably applied when a brake mechanism of another type, such as a drum brake mechanism, is adopted.

[0112] In the above description, the locking control of one-side wheels is executed on the condition that the vehicle 1 has stopped due to the driver abnormality control. However, it is also conceivable that the locking control of one-side wheels is executed on the condition that the vehicle 1 has reached a substantially stopped state due to the driver abnormality control. Here, "substantially stopped" means, for example, a state where the vehicle speed of the vehicle 1 is extremely low (for example, 10 km / h or less, 5 km / h or less, etc.). By making the substantially stopped state a condition, it becomes possible to perform the locking control of one-side wheels, for example, when the driver is rescued during extremely low-speed driving before the vehicle 1 stops due to the driver abnormality control.

[0113] In the above description, in the locking control of one-side wheels, an example is given in which the bypass valve 35 is closed to maintain the hydraulic pressure application state to the brake mechanism 20. However, by closing the pressure valves 36 and 37 which are normally open valves on the downstream side, the hydraulic pressure application state to the brake mechanism 20 can also be maintained. In this case, after applying the hydraulic pressure to the brake mechanism 20, the pressure valves 36 and 37 are maintained in the closed state. Also in this case, it goes without saying that the locking portions 50 as described with reference to FIGS. 4 to 6 are provided for the pressure valves 36 and 37. When the configuration is such that the hydraulic pressure application state to the brake mechanism 20 for one-side wheel locking is maintained by the pressure valves 36 and 37, even when a piping method other than the left-right independent piping, such as a cross piping, is adopted as the hydraulic circuit 30, one-side wheel locking can be realized.

[0114] In the above description, regarding the drag control of the brake, an example is given in which the hydraulic pressure application for offset torque cancellation is performed using an electric pump. However, by leaving the hydraulic pressure generated according to the operation of the brake pedal 25 in the brake mechanism 20 by controlling the normally open valves (pressure valves 36 and 37 and bypass valve 35) in the hydraulic circuit 30, it is also possible to obtain a hydraulic pressure application state for offset torque cancellation in the brake mechanism 20.

[0115] In addition, regarding the dragging control of the brakes, an example was given of dragging the brakes of all the wheels, but at least one or more wheels may be the wheels for which the brakes are dragged. As an example, for instance, dragging the brakes of only the driving wheels, dragging the brakes of only the non-driving wheels, etc. can be considered.

[0116] Also, in the above, the vehicle 1 as an engine vehicle equipped only with an engine as a driving source of the wheels was exemplified, but the present invention can also be suitably applied to, for example, a hybrid vehicle equipped with both an engine and a motor as driving sources of the wheels, or an electric vehicle equipped only with a motor as a driving source of the wheels.

[0117] <5. Summary of Embodiment> As described above, the vehicle control device (same as 10) as an embodiment is a vehicle control device (same as 10) in a vehicle (same as 1) having left and right wheels and a brake mechanism (same as 20) in each wheel, and includes one or more processors (CPU of the brake control unit 13) and one or more storage media (ROM of the brake control unit 13) in which a program executed by the one or more processors is stored. And the program includes one or more instructions, and the instructions cause the one or more processors to execute a brake control process of applying brake hydraulic pressure only to the brake mechanism of either the left or right side wheels among the brake mechanisms and setting the wheels on one side in a locked state, on the condition that the vehicle has come to a stop state or a substantially stopped state by driver abnormality control which is vehicle control in response to detection of driver abnormality. According to the above configuration, when the vehicle is in a stopped state or a substantially stopped state by means of driver abnormality control such as MRM, only one of the left and right wheels of the vehicle is locked. By locking only one of the wheels instead of all the wheels, it becomes difficult for a thief to move the vehicle over a long distance for stealing purposes. On the other hand, since the drag resistance can be made smaller than in the case of all-wheel lock, it is designed such that it is possible for a person other than the thief to move the vehicle over a short distance to evacuate to a safe place. Also, when only one of the wheels is locked, it becomes difficult to move the vehicle in the intended direction when the vehicle is towed. Therefore, for the thief, it takes time until the vehicle is loaded onto a loading vehicle, and it is possible to reduce the willingness to steal the vehicle. Therefore, it is possible to achieve both prevention of vehicle theft after the vehicle stops by means of driver abnormality control and ensuring the portability of the vehicle to a safe place.

[0118] As a countermeasure against the one-sided wheel lock control, it is conceivable that the thief takes a countermeasure of draining the brake hydraulic pressure of the brake mechanism 20 on the locked side. However, if such a countermeasure is taken, the vehicle will become a vehicle in which only the brake on the non-locked side works. Eventually, it will become difficult to drive, and in this regard as well, it is possible to reduce the willingness of the thief to take away the vehicle.

[0119] Also, in the vehicle control device as an embodiment, in the brake control process, after the vehicle has stopped due to driver abnormality control, control (one-sided wheel lock control) is performed on the condition that the vehicle key has become undetected. The fact that the vehicle key has become undetected after the vehicle has stopped due to driver abnormality control means that the driver has been rescued and there is a high possibility that the vehicle has been left unattended. Therefore, according to the above configuration, it is possible to perform one-sided wheel lock control in response to a high possibility of theft, which is preferable.

[0120] Furthermore, in the vehicle control device according to the embodiment, a normally open valve (bypass valve 35, or pressure valves 36, 37) disposed in the brake fluid passage to one side brake mechanism, and a locking portion (50) for locking the normally open valve in a closed state are provided. In the brake control process, the locking portion is driven to lock the normally open valve in a closed state, thereby maintaining the hydraulic pressure application state to one side brake mechanism. Thereby, even if the vehicle power is turned off after the start of the control for locking one side wheel, or if a thief turns off the vehicle power with the intention of avoiding the anti-theft control, it is possible to continue the locked state of one side wheel. Therefore, the anti-theft effect can be improved.

[0121] Furthermore, in the vehicle control device according to the embodiment, in the brake control process, based on the vehicle external environment recognition result of the vehicle, it is determined which of the left and right wheels is to be locked. Thereby, for example, when another vehicle collides from behind and the vehicle is pushed forward, it is possible to determine the locked wheels based on the vehicle external environment recognition result so that the vehicle jumps out in a direction where a secondary disaster does not occur, etc., and the locked wheels are determined so as to improve safety. Therefore, as the control after the vehicle stops by the driver abnormality control, it is possible to realize the control that not only achieves both vehicle anti-theft and ensuring the portability of the vehicle to a safe place, but also ensures the safety after stopping.

[0122] Also, in the vehicle control device according to the embodiment, an acceleration control unit (engine control unit 12) that performs control to accelerate the vehicle based on a required torque set based on the accelerator operation amount is provided. In the brake control process, in response to the accelerator operation being performed after the vehicle is stopped by the driver abnormality control, an instruction to accelerate the vehicle with an offset required torque, which is a required torque larger than the required torque corresponding to the accelerator operation by the amount of the offset torque, is given to the acceleration control unit, and control is performed so that a brake hydraulic pressure that cancels the offset torque is applied to the brake mechanism. This allows the vehicle to be driven, but the brakes are dragged while the vehicle is running, in case the vehicle is left with the key in the vehicle after stopping due to the driver abnormality control, that is, in case the vehicle is left in a state where a third party such as a thief can drive the vehicle. If a thief notices that the anti-theft brake control is activated, he or she will try to release the control, but with the above-mentioned brake drag control, the vehicle accelerates in response to the accelerator operation, making it difficult for the thief to realize that the brake control is activated. And since the brake drag state continues while the vehicle is running, the brakes will eventually fade, making it difficult for the thief to continue driving the vehicle and taking it away. In other words, it is possible to reduce the thief's motivation to take away the vehicle. Therefore, with the above configuration, in the event that the vehicle is left abandoned with the keys left behind after being stopped due to driver abnormality control, it is possible to increase the difficulty for a thief to steal the vehicle, thereby improving the anti-theft effect. [Explanation of symbols]

[0123] 1 vehicle 10 Vehicle control device 12 Engine Control Unit 13 Brake control unit 14a Recognition processing section 17 Brake-related actuators 18 Sensors 18f Position Sensor 18g Camera 19 Output section 20 Brake mechanism 25 Brake pedal 26 Brake Control Module 30 Hydraulic circuit 30a First hydraulic circuit 30b Third hydraulic circuit 31 Gate-in valve 32 Hydraulic Pump 33 Electric Motor 34 Pulsating pressure reduction mechanism 35 Bypass valve 35a Through-hole 35b Spool b1, b2, b3 Sliding part 35c Electromagnetic coil 35d Biasing member 35e Case H1, H2 Hole part 36, 37 Pressure valve 38, 39 Pressure reducing valve 40 Low-pressure chamber 41 Brake booster 42 Master cylinder 42a, 42b Supply / discharge port 43 Reservoir tank F1 Brake control processing unit 50 Locking part 51 Locking member 51a Hole part 52 Driving part 52a First actuator 52b Biasing member 52c Second actuator

Claims

1. A vehicle control device in a vehicle having left and right wheels and a braking mechanism for each wheel, comprising: one or more processors; one or more storage media storing a program executed by the one or more processors, and the program includes one or more instructions, the instructions cause the one or more processors to perform a brake control process of applying a brake hydraulic pressure only to the braking mechanism of one of the left and right wheels of the braking mechanisms to lock the one wheel, on condition that the vehicle has come to a stop state or a substantially stopped state by a driver abnormality control which is a control of the vehicle in response to detection of a driver abnormality. Vehicle control device.

2. In the brake control process, the control is performed on condition that the key of the vehicle has become undetected after the vehicle has come to a stop state by the driver abnormality control. The vehicle control device according to claim 1.

3. a normally open valve disposed in a brake liquid passage to the braking mechanism of the one side, and a locking portion for locking the normally open valve in a closed state, and in the brake control process, the locking portion is driven to lock the normally open valve in the closed state, thereby maintaining a hydraulic pressure application state to the braking mechanism of the one side. The vehicle control device according to claim 1 or claim 2.

4. In the brake control process, based on an external environment recognition result of the vehicle, it is determined which of the left and right wheels is to be locked. The vehicle control device according to any one of claims 1 to 3.

5. comprising an acceleration control unit that performs control to accelerate the vehicle based on a required torque set based on an accelerator operation amount, in the brake control process, in response to an accelerator operation being performed after the vehicle has been stopped by the driver abnormality control, an instruction to accelerate the vehicle with an offset required torque, which is a required torque larger than the required torque corresponding to the accelerator operation by an offset torque amount, is given to the acceleration control unit, and control is performed so that a brake hydraulic pressure that cancels the offset torque is applied to the braking mechanism. The vehicle control device according to any one of claims 1 to 4.

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