JP6295566B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device.

  When the vehicle stops, the so-called hill hold that keeps the braking state of the vehicle by the braking device and releases the braking state when the accelerator pedal is operated even if the driver releases the depression of the brake pedal. Control devices that perform control are known.

  However, when the vehicle stops on a frozen slope or unpaved slope, if the braking state is maintained by such hill hold control, the wheel is locked on the road surface with a low coefficient of friction. There is a risk that the vehicle may slide down the slope while deflecting.

  Therefore, in the apparatus described in Patent Document 1, when the detected value of the yaw rate sensor exceeds the threshold value during execution of the hill hold control, it is determined that the vehicle stopped on the slope is sliding down while deflecting. In this case, the braking force is reduced to release the wheel lock by the hill hold control.

JP 2007-112294 A

  The above-described conventional apparatus determines whether or not there is a slip when the vehicle is stopped on a slope. However, the downhill of the vehicle on the slope may occur other than when the vehicle is stopped.

  In other words, if there is no wheel lock or idling while traveling on a slope, the ground contact force of the wheel is sufficiently secured, so the vehicle is stable while following the travel route according to the operation state of the vehicle by the driver. Drive in the state

  On the other hand, if the wheel is locked or idling while traveling on a hill, the ground contact force of the wheel decreases and becomes insufficient. Therefore, with respect to the travel route corresponding to the operation state of the vehicle, the actual vehicle is in a deflecting and falling state in which the actual vehicle is deflected and descends downward in the slope direction of the slope (that is, the valley side of the slope). May become unstable.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle control device capable of determining whether or not a vehicle traveling on a slope is in a deflecting and falling state. is there.

  The vehicle control device that solves the above-described problem is whether or not a vehicle traveling on a slope is in a deflecting and falling state in which the vehicle is deflected downward by being deflected downward in the inclination direction of the slope with respect to the traveling route according to the operation state of the vehicle. A determination unit is provided for determining whether or not the vehicle is in a posture state quantity indicating the posture state of the vehicle.

  According to this configuration, it is determined whether or not the vehicle is in a deflecting and falling state with respect to a vehicle traveling on the slope, not a vehicle stopped on the slope. Therefore, it is possible to determine whether or not the vehicle traveling on the hill is in a deflecting and falling state.

  In the control device, the determination unit is in a state of turning down, in which the vehicle turns toward the lower side of the slope in the slope direction with the wheel on the lower side of the slope in the slope direction as a fulcrum, as the deflection down state. It may be determined whether or not.

  According to this configuration, the determination unit determines the state of the rolling down where the mountain side of the vehicle rotates due to the decrease in the ground contact force of the wheel on the upper slope direction of the slope (that is, the mountain side on the slope). Will be able to.

  In the above control device, a lateral acceleration detector that detects lateral acceleration acting in the left-right direction of the vehicle, a yaw rate detector that detects the yaw rate of the vehicle, and a steering angle detector that detects the steering angle of the steering wheel, Be prepared. Then, lateral acceleration, yaw rate, and steering angle may be used as the posture state quantity.

  According to this configuration, it is possible to determine whether the right side or the left side of the vehicle is facing downward in the slope direction of the slope, based on the direction of the lateral acceleration. Further, based on the yaw rate, it is possible to determine the turning direction of the vehicle, the speed of the posture change, and the like. Thus, for example, if the right side of the vehicle is facing downward in the slope direction of the hill and the turning direction of the vehicle determined based on the yaw rate is rightward, the vehicle can turn clockwise while the vehicle is climbing uphill. It becomes possible to determine that the moving down has occurred. On the other hand, if it is the left side of the vehicle that faces downward in the slope direction of the hill and the turning direction of the vehicle determined based on the yaw rate is the left direction, the turning to the left during the climbing of the vehicle It becomes possible to determine that the sliding has occurred.

  Here, even if the yaw rate is large to some extent, if the steering direction of the steering wheel and the turning direction of the vehicle are the same, the vehicle is traveling while following the traveling route according to the operation state of the vehicle by the driver. , It is not in a pivoting down state. On the other hand, if the steering direction of the steering wheel is opposite to the turning direction of the vehicle, the vehicle does not follow the travel route according to the operation state of the vehicle by the driver, and is in a state of being swung down. Can be determined. Therefore, in this configuration, the steering angle of the steering wheel is also used as the posture state quantity.

Therefore, it is possible to specify the turning direction of the vehicle that is in the turning-down state, and to suppress erroneous determination of turning-down.
The control apparatus includes a lateral movement amount detection unit that detects a lateral movement amount of the vehicle based on at least one of a camera image and radar information, and the yaw rate detection unit calculates a yaw rate from the lateral movement amount. It may be.

  The amount of lateral movement of the vehicle within a predetermined time is “M (unit: mm)”, and the distance from the wheel that is a pivot point of rotation down to the device that acquires at least one of the camera image and radar information is “L ( (Unit: mm) ”, and the predetermined time for detecting the amount of lateral movement is“ T (unit: second) ”. In this case, the yaw rate (unit: rad / s) can be calculated from the equation “M / (L · T)”. Here, since the distance “L” and the predetermined time “T” can be set to predetermined fixed values, the yaw rate that varies can be easily obtained by substituting the lateral movement amount “M” into the above equation. Can be calculated.

  Here, in general, a yaw rate sensor that detects a yaw rate has a tendency that the influence of a noisy yaw rate due to the shaking of the vehicle body when traveling on a rough road becomes large and the detection accuracy tends to decrease in a low vehicle speed range. In this regard, the yaw rate calculated from the lateral movement amount is not affected by the vehicle speed, as is apparent from the above equation, so that a yaw rate more accurate than the yaw rate sensor can be obtained particularly in the low vehicle speed region. become. Therefore, for example, the accuracy of determining the rotational deviation is improved.

  In the above control device, a front lateral movement direction detection unit that detects a lateral movement direction on the front side of the vehicle based on at least one of the camera image and radar information, and a lateral movement on the rear side of the vehicle based on at least one of the camera image and radar information. A rear side movement direction detection unit that detects a direction, and the determination unit is configured to turn the vehicle when the lateral movement direction on the front side of the vehicle is opposite to the lateral movement direction on the rear side of the vehicle. You may make it determine with it being in the state of sliding down.

  When the vehicle is in a state of being pivoted down, the lateral movement direction on the vehicle front side and the lateral movement direction on the vehicle rear side are reversed. Therefore, in this configuration, the change in the posture of the vehicle due to such a rotational slip is grasped in the lateral movement direction of the vehicle detected based on at least one of the camera image and the radar information. Therefore, it is possible to determine the presence or absence of rotation slip without using the yaw rate. In this configuration, the lateral movement direction on the front side of the vehicle and the lateral movement direction on the rear side of the vehicle are the posture state quantities.

  In the control apparatus, the determination unit determines whether the front and rear wheels of the vehicle are in a parallel downward state in which the vehicle's front wheels and rear wheels slide downward toward the lower side of the slope. May be.

  According to this configuration, the ground contact force of the front and rear wheels both decreases, and the front and rear wheels slide down toward the lower slope direction of the slope (that is, the valley side on the slope), so that the vehicle enters the operation state of the vehicle. The determination unit can determine the state of parallel sliding down that is parallel to the valley side of the slope with respect to the corresponding traveling route.

  The control device includes a lateral acceleration detector that detects a lateral acceleration acting in the left-right direction of the vehicle. Then, lateral acceleration may be used as the posture state quantity.

  When the vehicle is in a parallel sliding down state, the lateral acceleration acting on the valley side of the slope decreases, so the presence / absence of parallel sliding down is determined based on the amount of change in the lateral acceleration. be able to. In addition, since it is possible to determine whether the right side or left side of the vehicle is facing the lower slope direction of the slope based on the acting direction of the lateral acceleration, it is directed toward the direction of occurrence of parallel sliding, that is, toward the valley side. It is possible to determine whether the vehicle is slipping down, the right side or the left side of the vehicle. Therefore, in the same configuration, lateral acceleration acting in the left-right direction of the vehicle is used as a posture state quantity for determining the presence or absence of parallel sliding.

Accordingly, it is possible to specify the presence / absence of the parallel sliding-down state and the direction of the parallel sliding-down.
In the above control device, a front lateral movement direction detection unit that detects a lateral movement direction on the front side of the vehicle based on at least one of the camera image and radar information, and a lateral movement on the rear side of the vehicle based on at least one of the camera image and radar information. A rear side movement direction detection unit that detects a direction, and the determination unit detects that the vehicle has the parallel shear when the lateral movement direction on the front side of the vehicle and the lateral movement direction on the rear side of the vehicle are the same. You may make it determine with it being a fall state.

  When the vehicle is in a parallel sliding state, the lateral movement direction on the vehicle front side and the lateral movement direction on the vehicle rear side are the same. Therefore, in this configuration, the change in the posture of the vehicle due to the parallel sliding down is grasped in the lateral movement direction of the vehicle detected based on at least one of the camera image and the radar information. Therefore, it is possible to determine whether or not the parallel sliding has occurred without using the lateral acceleration of the vehicle. In this configuration, the lateral movement direction on the front side of the vehicle and the lateral movement direction on the rear side of the vehicle are the posture state quantities.

In the control device, when the determination unit determines that the vehicle is in the deflection sliding down state, it is desirable to execute suppression control that suppresses the deflection sliding down state of the vehicle.
According to this configuration, when the vehicle is in a deflecting and falling state, the restraint control that suppresses such a deflecting and falling state is executed, so that the posture of the vehicle that has become unstable due to the deflecting and falling state can be stabilized. it can.

  As the suppression control, it is desirable to perform control to increase the wheel contact force on a slope or to perform control to correct the vehicle slip using a steering mechanism.

Schematic which shows the structure of the vehicle to which 1st Embodiment of the control apparatus of a vehicle is applied. The schematic diagram which shows a response | compatibility with the operation direction of a steering wheel, and the code | symbol of a steering angle. The schematic diagram for demonstrating the code | symbol regarding the detected value of an acceleration sensor and a yaw rate sensor. (A) is the schematic which shows the wiper state of a vehicle. (B) is a schematic diagram showing a vehicle slipping state. 6 is a flowchart showing a procedure of wiper determination processing in the embodiment. The table for demonstrating the conditions of a wiper determination. The graph which shows the correspondence of the absolute value of a yaw rate, and the absolute value of a steering angle determination value. The flowchart which shows the procedure of the slipping-down determination process in the embodiment. A table for explaining conditions for judging slipping. The schematic diagram for demonstrating the principle for calculating a yaw rate from a camera image in 2nd Embodiment. 4 is a schematic diagram for explaining a principle for calculating a yaw rate from a camera image in the embodiment. The flowchart which shows the procedure of the calculation process of a yaw rate in 2nd Embodiment. The schematic diagram for demonstrating the principle for performing a wiper determination from a camera image in 3rd Embodiment. In the same embodiment, the schematic for demonstrating the principle for performing a wiper determination from a camera image. In the same embodiment, the schematic for demonstrating the principle for performing a slip-off determination from a camera image. 6 is a flowchart showing a procedure of processing for determining vehicle deflection and processing for calculating a yaw rate in the embodiment. The flowchart which shows the control process procedure of the vehicle deflection performed in 4th Embodiment. The flowchart which shows the control process procedure of the vehicle deflection | deviation performed in 5th Embodiment. The flowchart which shows the suppression process procedure of the vehicle deflection | deviation performed in 6th Embodiment. The flowchart which shows the suppression process procedure of the vehicle deflection performed in 7th Embodiment. The flowchart which shows the control process procedure of the vehicle deflection performed in 8th Embodiment. The flowchart which shows the suppression process procedure of the vehicle deflection performed in 9th Embodiment. The flowchart which shows the suppression process procedure of the vehicle deflection performed in 10th Embodiment. The flowchart which shows the vehicle deflection suppression processing procedure performed in 11th Embodiment. The flowchart which shows the control process procedure of the vehicle deflection performed in 12th Embodiment. Schematic which shows the camera arrangement | positioning position in other embodiment.

(First embodiment)
Hereinafter, a first embodiment of a vehicle control device will be described with reference to FIGS. In the following description in the present specification, the front of the vehicle is “front”, the rear of the vehicle is “rear”, the right side direction of the vehicle driver is “right”, and the left side direction of the vehicle driver is “left”. .

  As shown in FIG. 1, an engine 12 is mounted on the vehicle 11. The engine 12 is provided with a fuel injection valve that injects fuel, and the output torque of the engine 12 is adjusted by adjusting the amount of fuel injected from the fuel injection valve.

  A crankshaft that is an output shaft of the engine 12 is connected to the transmission 40. The transmission 40 according to the present embodiment is an automatic transmission that includes a torque converter and a multi-speed stage, but may be another transmission.

  An output shaft of the transmission 40 is connected to the auxiliary transmission 41. The sub-transmission 41 is a reduction gear that switches the driving force transmitted from the transmission 40 in two stages, and is either “H4” or “L4” by a changeover switch or a changeover lever provided in the vehicle interior. Are selected. Note that “H4” is a gear stage used during normal driving, and “L4” is a gear stage used when the driving force of the vehicle is increased during rough road driving.

  The output shaft of the auxiliary transmission 41 is connected to the transfer 42. The transfer 42 is a mechanism for switching the driving system of the vehicle 11, and includes a driving force transmission path for transmitting the driving force generated by the engine 12 only to the rear wheels of the vehicle 11, and the driving force generated by the engine 12. The driving force transmission path that transmits to the wheels is selectable. When “2WD” is selected by a changeover switch or a changeover lever provided in the passenger compartment, the transfer 42 has a drive force transmission path for transmitting the drive force generated by the engine 12 only to the rear wheels of the vehicle 11. Selected. On the other hand, when “4WD” is selected by a changeover switch or a changeover lever provided in the passenger compartment, the transfer 42 selects a driving force transmission path for transmitting the driving force generated by the engine 12 to all the wheels of the vehicle 11. Is done. Note that “2WD” and “4WD” may be automatically switched according to the vehicle running state.

The output shaft of the transfer 42 is connected to the front propeller shaft 43 and the rear propeller shaft 44.
The front propeller shaft 43 is connected to the front differential gear 45. The front differential gear 45 is a differential mechanism for transmitting a driving force while absorbing a difference in rotational speed between the left and right wheels of the vehicle when the vehicle is turning. Note that the front differential gear 45 of the present embodiment prevents the wheels from idling by bringing the vehicle left and right wheels into a directly connected state and a differential free state where the driving force can be transmitted while absorbing the difference in rotational speed between the left and right wheels of the vehicle. The differential lock state to be suppressed can be switched.

  A right front drive shaft 46 is connected to the front differential gear 45, and an end portion of the right front drive shaft 46 is connected to a right front wheel FR of the vehicle. Further, a left front drive shaft 47 is connected to the front differential gear 45, and an end portion of the left front drive shaft 47 is connected to a left front wheel FL of the vehicle. The right front wheel FR and the left front wheel FL are steered wheels that turn the vehicle 11.

  The rear propeller shaft 44 is connected to the rear differential gear 47. The rear differential gear 47 is also a differential mechanism for transmitting the driving force while absorbing the difference in rotational speed between the left and right wheels of the vehicle when the vehicle is turning. It should be noted that the rear differential gear 47 of the present embodiment also has a differential free state in which the driving force can be transmitted while absorbing the difference in rotational speed between the left and right wheels of the vehicle, and an idle rotation of the wheels by bringing the left and right wheels of the vehicle into a direct connection state. It is configured to be able to switch between the diff lock state that suppresses noise.

  A right rear drive shaft 48 is connected to the rear differential gear 47, and an end of the right rear drive shaft 48 is connected to the right rear wheel RR of the vehicle. Further, a left rear drive shaft 49 is connected to the rear differential gear 47, and an end of the left rear drive shaft 49 is connected to the left rear wheel RL of the vehicle.

  A steering shaft 25 is fixed to a steering wheel 24 provided in the passenger compartment. The steering shaft 25 is connected to the steering actuator 26. The steering actuator 26 is provided with a link mechanism unit 27 that steers the right front wheel FR and the left front wheel FL.

  The right front wheel FR is provided with a first wheel cylinder 36a for braking the rotation of the wheel. A first hydraulic pressure supply path 33a filled with brake fluid is connected to the first wheel cylinder 36a. By adjusting the pressure of the brake fluid supplied to the first wheel cylinder 36a via the first hydraulic pressure supply path 33a, the braking force of the right front wheel FR is adjusted.

  The left front wheel FL is provided with a second wheel cylinder 36b that brakes the rotation of the wheel. A second hydraulic pressure supply path 34a filled with the brake fluid is connected to the second wheel cylinder 36b. The braking force of the left front wheel FL is adjusted by adjusting the pressure of the brake fluid supplied to the second wheel cylinder 36b via the second hydraulic pressure supply path 34a.

  The right rear wheel RR is provided with a third wheel cylinder 36c that brakes the rotation of the wheel. A third hydraulic pressure supply path 34b filled with brake fluid is connected to the third wheel cylinder 36c. The braking force of the right rear wheel RR is adjusted by adjusting the pressure of the brake fluid supplied to the third wheel cylinder 36c via the third hydraulic pressure supply path 34b.

  The left rear wheel RL is provided with a fourth wheel cylinder 36d for braking the rotation of the wheel. A fourth hydraulic pressure supply path 33b filled with brake fluid is connected to the fourth wheel cylinder 36d. The braking force of the left rear wheel RL is adjusted by adjusting the pressure of the brake fluid supplied to the fourth wheel cylinder 36d via the fourth hydraulic pressure supply path 33b.

  The first to fourth hydraulic pressure supply paths are connected to the brake actuator 15. The brake actuator 15 includes a hydraulic pump, a hydraulic valve, and the like. The brake actuator 15 adjusts the brake hydraulic pressure in each hydraulic pressure supply path of the first to fourth hydraulic pressure supply paths in accordance with the operation amount of the brake pedal, the required braking force calculated by the control device, and the like. Accordingly, the braking forces of the right front wheel FR, the left front wheel FL, the right rear wheel RR, and the left rear wheel RL are adjusted.

  The suspension for suspending the right front wheel FR on the vehicle 11 is provided with a first vehicle height adjustment mechanism 50a for adjusting the vehicle height at the right front portion of the vehicle. The suspension for suspending the left front wheel FL on the vehicle 11 includes A second vehicle height adjustment mechanism 50b that adjusts the vehicle height of the part is provided.

  The suspension that suspends the right rear wheel RR from the vehicle 11 is provided with a third vehicle height adjustment mechanism 51a that adjusts the vehicle height at the right rear portion of the vehicle. The suspension that suspends the left rear wheel RL from the vehicle 11 includes: A fourth vehicle height adjustment mechanism 51b that adjusts the vehicle height at the left rear portion of the vehicle is provided.

  Incidentally, the vehicle height adjusting mechanism described above can adopt a known configuration. For example, in this embodiment, a so-called air suspension that supports the vehicle with air instead of a spring is provided, and the vehicle height changes by increasing or decreasing the air pressure that supports the vehicle 11.

The vehicle 11 is provided with various sensors and switches.
For example, the brake pedal is provided with a brake switch SW1 that detects whether the brake pedal is depressed. The accelerator pedal is provided with an accelerator switch SW2 that detects whether or not the accelerator pedal is depressed.

  The first wheel speed sensor SE1 detects a right front wheel speed V (FR) that is a wheel speed of the right front wheel FR. The second wheel speed sensor SE2 detects a left front wheel speed V (FL) that is a wheel speed of the left front wheel FL. The third wheel speed sensor SE3 detects the right rear wheel speed V (RR), which is the wheel speed of the right rear wheel RR. The fourth wheel speed sensor SE4 detects a left rear wheel speed V (RL) that is a wheel speed of the left rear wheel RL.

  The first stroke sensor SE5 detects a right front stroke amount S (FR) that is a stroke amount of a suspension that suspends the right front wheel FR. The second stroke sensor SE6 detects a left front stroke amount S (FL) that is a stroke amount of a suspension that suspends the left front wheel FL. The third stroke sensor SE7 detects a right rear side stroke amount S (RR) that is a stroke amount of a suspension for suspending the right rear wheel RR. The fourth stroke sensor SE8 detects a left rear side stroke amount S (RL) that is a stroke amount of a suspension for suspending the left rear wheel RL. The vehicle height state of the vehicle 11 is detected from the detection values of the first to fourth stroke sensors.

  The steering angle sensor SE9 detects a steering angle ST that is a steering angle of the steering wheel 24. The acceleration sensor SE10 detects a longitudinal acceleration GX that is an acceleration in the longitudinal direction of the vehicle 11 and a lateral acceleration GY that is an acceleration acting in the lateral direction of the vehicle 11. The yaw rate sensor SE11 detects the yaw rate YR of the vehicle 11. The steering angle sensor SE9 constitutes a steering angle detector, the acceleration sensor SE10 constitutes a lateral acceleration detector, and the yaw rate sensor SE11 constitutes a yaw rate detector.

  As shown in FIG. 2, when the steering wheel 24 is turned to the left, the steering angle ST becomes a positive value, and when the steering wheel 24 is turned to the right, the steering angle ST becomes a negative value. . The absolute value of the steering angle ST increases as the amount of rotation from the neutral position (the position of the steering wheel 24 at which the vehicle 11 goes straight) increases.

  As shown in FIG. 3, when the vehicle 11 is moving forward, the longitudinal acceleration GX becomes a positive value, and the absolute value of the longitudinal acceleration GX increases as the acceleration in the forward direction increases. On the other hand, when the vehicle 11 is moving backward, the longitudinal acceleration GX has a negative value, and the absolute value of the longitudinal acceleration GX increases as the acceleration in the backward direction increases. Such acceleration reflects the gravitational acceleration corresponding to the road surface gradient. Therefore, when the vehicle 11 is traveling at an extremely low vehicle speed and the longitudinal acceleration GX has a positive value, it can be determined that the vehicle 11 is traveling in the uphill direction, and the longitudinal acceleration is determined. When GX is a negative value, it is possible to determine that the vehicle 11 is traveling in the downward direction on the slope.

  Further, when acceleration is acting in the right direction of the vehicle 11 (for example, when the vehicle 11 turns left), the lateral acceleration GY has a positive value, and the lateral acceleration increases as the acceleration in the right direction increases. The absolute value of GY increases. On the other hand, when acceleration is acting in the left direction of the vehicle 11 (for example, when the vehicle 11 is turning right), the lateral acceleration GY has a negative value, and as the acceleration in the left direction increases, the lateral acceleration GY increases. The absolute value of the acceleration GY increases.

  When the vehicle 11 is turning leftward (for example, when the vehicle 11 turns left), the yaw rate YR becomes a positive value, and the yaw rate YR increases as the angular acceleration in the leftward direction increases. The absolute value increases. On the other hand, when the vehicle 11 is turning right (for example, when the vehicle 11 turns right), the yaw rate YR becomes a negative value, and the yaw rate YR increases as the angular acceleration in the right direction increases. The absolute value of becomes larger.

  As shown in FIG. 1, a first camera CAM <b> 1 is provided at the front portion of the vehicle 11. The road surface directly below the first camera CAM1 is photographed by the first camera CAM1. A second camera CAM <b> 2 is provided at the rear part of the vehicle 11. The road surface directly below the second camera CAM2 is photographed by the second camera CAM2.

  The traveling state of the vehicle 11 is controlled by the control device 100. The control device 100 includes a CPU that performs various calculations, a ROM that stores various data and programs necessary for vehicle control, a RAM that temporarily stores various data, an interface that inputs and outputs various signals, and the like. It has. And a control part is unitized for every control object, and each of these control parts performs mutual communication via CAN170. Through such mutual communication, the calculation results performed by the control units, the detection signals input to the control units, and the like can be shared with each other. In addition, an image signal captured by the first camera CAM1 and the second camera CAM2 is sent to an image processing unit in the control apparatus 100 via the CAN 170.

  The engine control unit 110 is connected to various sensors such as the accelerator switch SW2, an accelerator sensor that detects an operation amount of an accelerator pedal, and an air flow meter that detects an intake air amount. The engine control unit 110 controls the operating state of the engine 12, such as output torque, by adjusting the intake air amount, the fuel injection amount, and the like according to the detected engine operating state.

  An operation position of a shift lever provided in the vehicle interior, an operation request for the auxiliary transmission 41, and the like are input to the transmission control unit 120. Then, the shift control of the transmission 40 is performed based on the operation position of the shift lever, the vehicle speed, the accelerator operation amount, and the like, and the switching control of “H4” or “L4” is performed according to the operation request of the auxiliary transmission 41.

An operation request for the transfer 42 is input to the transfer control unit 130, and switching control of “2WD” or “4WD” is performed according to the input operation request.
The steering control unit 140 receives a steering angle ST, a vehicle speed, and the like, and adjusts the driving amount of the steering actuator 26 according to the input signals, thereby turning the steered wheels and reducing the steering force of the steering wheel 24. Etc.

  The suspension controller 150 receives detection values of the first to fourth stroke sensors, a vehicle speed, an operation state of a vehicle height adjustment switch provided in the vehicle compartment, and the like. Then, the suspension control unit 150 adjusts the vehicle height of the vehicle 11 to a height according to the traveling state or the request of the vehicle driver by controlling the driving of each vehicle height adjusting mechanism described above.

  The brake control unit 160 includes various detections necessary for brake control, such as the detection values of the first to fourth wheel speed sensors, the detection value of the acceleration sensor SE10, the detection value of the yaw rate sensor SE11, and the operation force of the brake pedal by the driver. A value is entered. The brake control unit 160 is connected to a brake switch SW1. Then, the brake control unit 160 controls the brake actuator 15 in accordance with the required braking force calculated by various calculations, so that the right front wheel FR, the left front wheel FL, the right rear wheel RR, and the left rear wheel RL are controlled. Adjust each braking force appropriately.

  By the way, when the vehicle 11 is traveling on a slope, if the wheel is locked or idling, the ground contact force of the wheel is reduced. For this reason, the actual vehicle is in a deflecting and sliding state where the actual vehicle is deflected downward and tilted downward due to a lack of grounding force with respect to the travel route corresponding to the operation state of the vehicle, and the posture of the vehicle is not good. May become stable. In the following, the lower side of the slope is referred to as the “valley side”, and the upper side of the slope is referred to as the “mountain side”. In addition, the fact that the vehicle 11 is in a deflected down state is referred to as “vehicle deflection”.

FIG. 4A and FIG. 4B show examples of such vehicle deflection, respectively.
FIG. 4A shows a first vehicle deflection state. As shown in this figure, when the ground contact force of the hill-side wheel (right front wheel FR or left front wheel FL in this figure) decreases, the vehicle on the valley side (left rear wheel RL in this figure) serves as a fulcrum. It becomes easy for the state of 11 to rotate toward the valley side to occur. In the following, such a state of turning down is referred to as “wiper”, a state in which the vehicle 11 is rotated in the right direction is referred to as “right wiper”, and a state in which the vehicle 11 is rotated in the left direction is referred to as “left wiper”.

  FIG. 4B shows a second vehicle deflection state. As shown in this figure, when the ground contact force of the front and rear wheels decreases, the front wheels (the right front wheel FR and the left front wheel FL) and the rear wheels (the right rear wheel RR and the left rear wheel RL) of the vehicle 11 move toward the valley side. It begins to slide down. Therefore, it becomes easy for the vehicle 11 to be in a state of parallel sliding down in which the vehicle 11 slides in parallel to the valley side of the slope with respect to the travel route according to the operation state of the vehicle 11. In the following, such a parallel sliding state is referred to as “sliding down”, a state in which the right side of the vehicle 11 slides down to the valley side is referred to as “right sliding down”, and a state in which the left side of the vehicle 11 is sliding down to the valley side is referred to as “left "Slipping".

  In the present embodiment, a wiper determination process and a slippage determination process are executed in order to determine whether or not the vehicle deflection shown in FIG. 4 has occurred. Each of these processes is executed by the control device 100 at predetermined intervals. And this control apparatus 100 comprises the determination part which determines based on the attitude | position state quantity which shows the attitude | position state of a vehicle whether it is a deflection down state.

FIG. 5 shows the procedure of the wiper determination process.
When this process is started, the control device 100 determines whether or not the vehicle speed of the vehicle 11 is low (S100). In step S100, the vehicle speed V of the vehicle 11 calculated based on the right front wheel speed V (FR), the left front wheel speed V (FL), the right rear wheel speed V (RR), and the left rear wheel speed V (RL). Is determined to be lower than the vehicle speed determination value KV. The vehicle speed determination value KV is a value for determining whether or not the vehicle speed V is lower than a predetermined speed, and an appropriate value is set in advance.

When the vehicle speed V is equal to or higher than the vehicle speed determination value KV (S100: NO), the control device 100 ends this process.
On the other hand, when the vehicle speed V is less than the vehicle speed determination value KV (S100: YES), the control device 100 determines whether or not the posture state quantity indicating the posture state of the vehicle 11 satisfies the determination condition with the right wiper. (S110). When the determination condition for the presence of the right wiper is satisfied (S110: YES), the control device 100 determines that the right wiper is present (S130), and ends this process.

  On the other hand, when the determination condition with the right wiper is not satisfied (S110: NO), the control device 100 determines whether or not the attitude state quantity indicating the attitude state of the vehicle 11 satisfies the determination condition with the left wiper ( S120). When the determination condition for the presence of the left wiper is satisfied (S120: YES), the control device 100 determines that the left wiper is present (S140), and ends this process.

  On the other hand, when the determination condition with the left wiper is not satisfied (S120: NO), the control device 100 determines whether the current yaw rate YR is “YR≈0”, that is, whether the yaw rate YR is almost equal to “0”. Is determined (S150). When “yaw rate YR≈0” is not satisfied (S150: NO), that is, when the yaw rate YR is generated to some extent, the control device 100 suspends the determination regarding the wiper and ends the present process.

  On the other hand, when “yaw rate YR≈0” (S150: YES), the control device 100 determines that there is no wiper, that is, no wiper has occurred (S160), and ends this process.

FIG. 6 shows the wiper determination conditions in step S110 and step S120.
(Judgment condition when the right wiper occurs when the vehicle 11 is traveling uphill on the slope)
When traveling in the upward direction, the slope of the slope becomes an upward slope, so the longitudinal acceleration GX has a positive value.

  Further, when the right wiper is occurring, the right side of the vehicle 11 is on the valley side and the left side is on the mountain side, so that the value of the lateral acceleration GY is a positive value. Further, when the right wiper is occurring, the vehicle 11 rotates in the right direction, so the value of the yaw rate YR becomes a negative value.

  Here, even if the absolute value of the yaw rate YR is large to some extent, if the steering direction of the steering wheel 24 and the rotation direction of the vehicle 11 are the same, the vehicle 11 follows a travel route according to the operation state of the vehicle 11 by the driver. The windshield wiper does not occur because the vehicle is running while it does not slide down. On the other hand, if the steering direction of the steering wheel 24 and the rotation direction of the vehicle 11 are opposite, it is determined that the vehicle 11 does not follow the travel route according to the operation state of the vehicle 11 by the driver and a wiper is occurring. can do.

  Accordingly, when the value of the yaw rate YR indicates the right rotation of the vehicle and the value of the steering angle ST indicates the left operation of the steering wheel 24, it can be determined that the right wiper is occurring. .

Based on the above points, when “longitudinal acceleration GX> 0”, it is determined that the right wiper is present when all of the following conditional expressions (1) to (3) are satisfied.
Conditional expression (1): “lateral acceleration GY> lateral acceleration judgment value KG (where lateral acceleration judgment value KG is a positive value)”.

Conditional expression (2): “yaw rate YR <yaw rate determination value KY (however, yaw rate determination value KY is a negative value)”.
Conditional expression (3): “steering angle ST> steering angle determination value KS (where the steering angle determination value KS is a negative value)”. Here, when the steering wheel 24 is operated to the left, the steering angle ST becomes a positive value. However, in the present embodiment, a slight right operation of the steering wheel 24 when the right wiper is generated can also be performed by the steering. In order to include it in the left operation of the wheel 24, the steering angle determination value KS in the conditional expression (3) is set to a negative value. If these points are not taken into consideration, the steering angle determination value KS in the conditional expression (3) may be set to a positive value.

  As shown in FIG. 7, the absolute value of the steering angle determination value KS in the conditional expression (3) is variably set based on the absolute value of the yaw rate YR so that the absolute value of the rudder angle determination value KS increases as the absolute value of the yaw rate YR increases. Is done.

In these conditional expressions, predetermined adaptation values are set for the lateral acceleration determination value KG and the yaw rate determination value KY.
(Judgment condition when the left wiper occurs when the vehicle 11 is traveling uphill on the slope)
Also in this case, when traveling in the upward direction, the slope of the slope becomes an upward slope, so the longitudinal acceleration GX becomes a positive value.

  When the left wiper is waking up, the right side of the vehicle 11 is on the mountain side and the left side is on the valley side, so the value of the lateral acceleration GY is a negative value. Further, when the left wiper is waking up, the vehicle 11 rotates leftward, so that the value of the yaw rate YR becomes a positive value.

  For the above-described reason, when the value of the yaw rate YR indicates the left rotation of the vehicle and the value of the steering angle ST indicates the right operation of the steering wheel 24, the left wiper has occurred. Can be determined.

In consideration of the above points, when “longitudinal acceleration GX> 0”, it is determined that the left wiper is present when all of the following conditional expressions (4) to (6) are satisfied.
Conditional expression (4): “lateral acceleration GY <lateral acceleration judgment value KG (where lateral acceleration judgment value KG is a negative value)”.

Conditional expression (5): “yaw rate YR> yaw rate determination value KY (however, yaw rate determination value KY is a positive value)”.
Conditional expression (6): “steering angle ST <steering angle determination value KS (where the steering angle determination value KS is a positive value)”. Here, when the steering wheel 24 is operated to the right, the steering angle ST becomes a negative value. However, in the present embodiment, a minute left operation of the steering wheel 24 when the left wiper is generated can also be performed by the steering. In order to include it in the right operation of the wheel 24, the steering angle determination value KS in the conditional expression (6) is set to a positive value. If these points are not taken into consideration, the steering angle determination value KS in the conditional expression (6) may be set to a negative value.

  As shown in FIG. 7, the absolute value of the steering angle determination value KS in the conditional expression (6) is also variably set based on the absolute value of the yaw rate YR so that the absolute value of the steering angle determination value KS becomes larger as the absolute value of the yaw rate YR is larger. Is done.

In these conditional expressions as well, predetermined adaptation values are set for the lateral acceleration determination value KG and the yaw rate determination value KY.
(Judgment conditions when the right wiper occurs when the vehicle 11 is traveling down the slope)
When traveling in the down direction, the slope of the slope becomes a down slope, so the longitudinal acceleration GX takes a negative value.

  Further, when the right wiper is occurring, the right side of the vehicle 11 is on the valley side and the left side is on the mountain side, so that the value of the lateral acceleration GY is a positive value. Further, when the right wiper is waking up, the vehicle 11 rotates in the left direction, so that the value of the yaw rate YR becomes a positive value.

  For the above-described reason, when the value of the yaw rate YR indicates the left rotation of the vehicle and the value of the steering angle ST indicates the left operation of the steering wheel 24, the right wiper has occurred. Can be determined.

Considering the above points, in the case of “longitudinal acceleration GX <0”, it is determined that the left wiper is present when all of the following conditional expressions (7) to (9) are satisfied.
Conditional expression (7): “lateral acceleration GY> lateral acceleration judgment value KG (where lateral acceleration judgment value KG is a positive value)”.

Conditional expression (8): “yaw rate YR> yaw rate determination value KY (however, the yaw rate determination value KY is a positive value)”.
Conditional expression (9): “steering angle ST> steering angle determination value KS (where the steering angle determination value KS is a negative value)”. Here, when the steering wheel 24 is operated to the left, the steering angle ST becomes a positive value. However, in the present embodiment, a slight right operation of the steering wheel 24 when the right wiper is generated can also be performed by the steering. In order to include it in the left operation of the wheel 24, the steering angle determination value KS in the conditional expression (9) is set to a negative value. If these points are not taken into consideration, the steering angle determination value KS in the conditional expression (9) may be set to a positive value.

  As shown in FIG. 7, the absolute value of the steering angle determination value KS in the conditional expression (9) is also based on the absolute value of the yaw rate YR so that the absolute value of the steering angle determination value KS increases as the absolute value of the yaw rate YR increases. Variable setting.

In these conditional expressions as well, predetermined adaptation values are set for the lateral acceleration determination value KG and the yaw rate determination value KY.
(Judgment condition when the left wiper occurs when the vehicle 11 is traveling down the slope)
When traveling in the down direction, the slope of the slope becomes a down slope, so the longitudinal acceleration GX takes a negative value.

  When the left wiper is waking up, the right side of the vehicle 11 is on the mountain side and the left side is on the valley side, so the value of the lateral acceleration GY is a negative value. Further, when the left wiper is occurring, the vehicle 11 rotates in the right direction, so the value of the yaw rate YR becomes a negative value.

  For the reason described above, if the value of the yaw rate YR indicates the right rotation of the vehicle and the value of the steering angle ST indicates the right operation of the steering wheel 24, the left wiper has occurred. Can be determined.

Based on the above points, when “longitudinal acceleration GX <0”, it is determined that the left wiper is present when all of the following conditional expressions (10) to (12) are satisfied.
Conditional expression (10): “lateral acceleration GY <lateral acceleration judgment value KG (where lateral acceleration judgment value KG is a negative value)”.

Conditional expression (11): “yaw rate YR <yaw rate determination value KY (however, yaw rate determination value KY is a negative value)”.
Conditional expression (12): “steering angle ST <steering angle determination value KS (where the steering angle determination value KS is a positive value)”. Here, when the steering wheel 24 is operated to the right, the steering angle ST becomes a negative value. However, in the present embodiment, a minute left operation of the steering wheel 24 when the left wiper is generated can also be performed by the steering. In order to include it in the right operation of the wheel 24, the steering angle determination value KS in the conditional expression (12) is set to a positive value. If these points are not taken into consideration, the steering angle determination value KS in the conditional expression (12) may be set to a negative value.

  As shown in FIG. 7, the absolute value of the steering angle determination value KS in the conditional expression (12) is also based on the absolute value of the yaw rate YR so that the absolute value of the steering angle determination value KS increases as the absolute value of the yaw rate YR increases. Variable setting.

In these conditional expressions as well, predetermined adaptation values are set for the lateral acceleration determination value KG and the yaw rate determination value KY.
Incidentally, the lateral acceleration GY, the yaw rate YR, and the steering angle ST are values indicating the posture state of the vehicle 11 and correspond to posture state amounts for determining the wiper of the vehicle 11.

Next, the procedure of the slippage determination process will be described.
FIG. 8 shows the procedure of the slippage determination process.
When this process is started, the control device 100 determines whether or not the vehicle speed of the vehicle 11 is low (S200). Also in this step S200, it is determined whether or not the vehicle speed V of the vehicle 11 is lower than the vehicle speed determination value KV. The vehicle speed determination value KV is a value for determining whether or not the vehicle speed V is lower than a predetermined speed, and an appropriate value is set in advance.

When the vehicle speed V is equal to or higher than the vehicle speed determination value KV (S200: NO), the control device 100 ends this process.
On the other hand, when the vehicle speed V is less than the vehicle speed determination value KV (S200: YES), the control device 100 determines whether or not the posture state quantity indicating the posture state of the vehicle 11 satisfies the determination condition for right-slip. (S210). Then, when the determination condition for right-slip is satisfied (S210: YES), the control device 100 determines that there is right-slip (S250), and ends this process.

  On the other hand, when the determination condition with right-slip is not satisfied (S210: NO), control device 100 determines whether or not the attitude state quantity indicating the attitude state of vehicle 11 satisfies the determination condition with left-slip. (S220). Then, when the determination condition for left slipping is satisfied (S220: YES), the control device 100 determines that there is left slipping (S260), and ends this process.

  On the other hand, when the determination condition for the left-slip is not satisfied (S220: NO), the control device 100 determines whether or not the convergence condition for the right-slipping is satisfied (S230). Then, when the right slip convergence determination condition is satisfied (S230: YES), the control device 100 determines that there is no slippage (S270), and ends this process.

  On the other hand, when the convergence determination condition for the right side drop is not satisfied (S230: NO), the control device 100 determines whether or not the convergence determination condition for the left side drop is satisfied (S240). Then, when the convergence condition for left-slip is satisfied (S240: YES), the control device 100 determines that there is no slip-down (S270), and ends this process.

On the other hand, when the convergence determination condition for the left-side slip is not satisfied (S240: NO), the control device 100 suspends the determination regarding the slip-down and ends the present process.
FIG. 9 shows the slippage determination conditions in steps S210 and S220.
(Judgment conditions when a right slip has occurred when the vehicle 11 is traveling on an uphill road)
When traveling in the upward direction, the slope of the slope becomes an upward slope, so the longitudinal acceleration GX has a positive value.

  Further, when the right side is falling, the right side of the vehicle 11 is the valley side and the left side is the mountain side, so the value of the lateral acceleration GY is a positive value. In addition, when the right side is falling, the lateral acceleration GY to the right side of the vehicle that is currently on the valley side decreases, so that the acceleration change amount ΔGY that is the change amount of the lateral acceleration GY per time is a positive value. The lateral acceleration GY is changed in a direction approaching “0”.

In consideration of the above points, when “longitudinal acceleration GX> 0”, it is determined that there is a right side slip when all of the following conditional expressions (13) and (14) are satisfied.
Conditional expression (13): “lateral acceleration GY> lateral acceleration judgment value KG (where lateral acceleration judgment value KG is a positive value)”.

Conditional expression (14): “acceleration change amount ΔGY <acceleration change amount determination value KDGY (where acceleration change amount determination value KDGY is a negative value)”.
In these conditional expressions, predetermined adaptation values are set for the lateral acceleration determination value KG and the acceleration change amount determination value KDGY.
(Judgment conditions when a left slip occurs when the vehicle 11 is traveling on an uphill road)
When traveling in the upward direction, the slope of the slope becomes an upward slope, so the longitudinal acceleration GX has a positive value.

  Further, when the left side is falling, the right side of the vehicle 11 is on the mountain side and the left side is on the valley side, so the value of the lateral acceleration GY is a negative value. Further, when the left side is falling, the lateral acceleration GY to the left side of the vehicle that is currently on the valley side decreases, and therefore, the acceleration change amount ΔGY that is the change amount of the lateral acceleration GY per time is a negative value. The lateral acceleration GY is changed in a direction approaching “0”.

In consideration of the above points, when “longitudinal acceleration GX> 0”, it is determined that there is a right side slip when all of the following conditional expressions (15) and (16) are satisfied.
Conditional expression (15): “lateral acceleration GY <lateral acceleration judgment value KG (where lateral acceleration judgment value KG is a negative value)”.

Conditional expression (16): “Acceleration change amount ΔGY> Acceleration change amount determination value KDGY (where the acceleration change amount determination value KDGY is a positive value)”.
In these conditional expressions as well, predetermined adaptation values are set for the lateral acceleration determination value KG and the acceleration change amount determination value KDGY.
(Judgment condition when right slipping occurs when the vehicle 11 is traveling downhill on the slope)
When traveling in the down direction, the slope of the slope becomes a down slope, so the longitudinal acceleration GX takes a negative value.

  Further, when the right side is falling, the right side of the vehicle 11 is the valley side and the left side is the mountain side, so the value of the lateral acceleration GY is a positive value. In addition, when the right side is falling, the lateral acceleration GY to the right side of the vehicle that is currently on the valley side decreases, so that the acceleration change amount ΔGY that is the change amount of the lateral acceleration GY per time is a positive value. The lateral acceleration GY is changed in a direction approaching “0”.

  Based on the above points, even when “longitudinal acceleration GX <0”, there is a right side slip when all the conditional expressions (13) and (14) are satisfied, as in the case of “longitudinal acceleration GX> 0”. It is determined.

Conditional expression (13): “lateral acceleration GY> lateral acceleration judgment value KG (where lateral acceleration judgment value KG is a positive value)”.
Conditional expression (14): “acceleration change amount ΔGY <acceleration change amount determination value KDGY (where acceleration change amount determination value KDGY is a negative value)”.
(Judgment condition when left slip occurs when the vehicle 11 is traveling down the slope)
When traveling in the down direction, the slope of the slope becomes a down slope, so the longitudinal acceleration GX takes a negative value.

  Further, when the left side is falling, the right side of the vehicle 11 is on the mountain side and the left side is on the valley side, so the value of the lateral acceleration GY is a negative value. Further, when the left side is falling, the lateral acceleration GY to the left side of the vehicle that is currently on the valley side decreases, and therefore, the acceleration change amount ΔGY that is the change amount of the lateral acceleration GY per time is a negative value. The lateral acceleration GY is changed in a direction approaching “0”.

  Based on the above points, in the case of “longitudinal acceleration GX <0”, as in the case of “longitudinal acceleration GX> 0”, there is a left side slip when all the conditional expressions (15) and (16) are satisfied. It is determined.

Conditional expression (15): “lateral acceleration GY <lateral acceleration judgment value KG (where lateral acceleration judgment value KG is a negative value)”.
Conditional expression (16): “Acceleration change amount ΔGY> Acceleration change amount determination value KDGY (where the acceleration change amount determination value KDGY is a positive value)”.

Incidentally, the lateral acceleration GY is a value indicating the posture state of the vehicle 11, and corresponds to a posture state amount for determining the slipping of the vehicle 11.
(Condition criteria for right-slip falling)
On the other hand, the conditions for determining the right-slip convergence in step S230 are set as follows.

  That is, it can be determined that the right slip has fallen if the vehicle has become horizontal after the determination of right slip has been made, or if the right side of the vehicle has become a mountain side. Therefore, when the following conditional expression (17) is satisfied, the condition for determining the right-slip convergence is satisfied.

Conditional expression (17): “There is a determination history of right-slip-down” and “lateral acceleration GY ≦ 0”.
In addition, when the right-slip falls, the lateral acceleration GY toward the right side of the vehicle on the valley side starts to increase again in the positive direction, so that the acceleration change amount ΔGY, which is the change amount of the lateral acceleration GY per hour, is obtained. Indicates that the lateral acceleration GY increases in the positive direction. Therefore, even when the following conditional expression (18) is satisfied, the condition for determining the right-slip convergence is satisfied.

Conditional expression (18): “There is a determination history of right-slip-down” and “acceleration change amount ΔGY> acceleration change amount determination value KDGY (where KDGY is a positive value)”.
(Condition criteria for left-slip falling)
On the other hand, the left slip convergence determination condition in step S240 is determined as follows.

  That is, it can be determined that the left slip has been settled when the vehicle has become horizontal after the determination of the left slip has been made, or when the left side of the vehicle has become the mountain side. Therefore, when the following conditional expression (19) is satisfied, the left slip convergence determination condition is satisfied.

Conditional expression (19): “There is a determination history of left slipping” and “lateral acceleration GY ≧ 0”.
Further, when the left slip is settled, the lateral acceleration GY toward the left side of the vehicle on the valley side starts to increase again in the negative direction, so that the acceleration change amount ΔGY, which is the change amount of the lateral acceleration GY per time. Indicates that the lateral acceleration GY increases in the negative direction. Therefore, even when the following conditional expression (20) is satisfied, the condition for determining the left-slip convergence is satisfied.

Conditional expression (20): “There is a determination history of left slipping” and “acceleration change amount ΔGY <acceleration change amount determination value KDGY (where KDGY is a negative value)”.
According to this embodiment, the following effects can be obtained.

  (1) Whether or not the vehicle 11 traveling on the slope is in a deflected and descending state in which the vehicle 11 is deflected downward and tilted downward with respect to the traveling route corresponding to the operation state of the vehicle 11 is determined. The determination is made based on the posture state quantity indicating the posture state. Therefore, it is determined whether or not the vehicle 11 is in a deflecting and falling state with respect to the vehicle 11 traveling on the slope, not the vehicle stopped on the slope. Therefore, it is possible to determine whether or not the vehicle 11 traveling on the slope is in a deflecting and sliding state.

  (2) In the deflection sliding down state, the vehicle 11 turns downward (in the wiper state described above) in which the vehicle 11 rotates toward the lower side of the slope in the slope direction with the wheel on the lower side in the slope direction of the slope as a fulcrum. It is determined whether or not there is. Accordingly, it is possible to determine the state of the sliding down where the mountain side of the vehicle 11 is rotated due to the decrease in the ground contact force of the wheel on the upper slope direction of the slope (that is, the mountain side on the slope). .

  (3) Based on the acting direction of the lateral acceleration GY, it is determined whether the right side or the left side of the vehicle 11 is facing the valley side of the slope. Further, based on the yaw rate YR, the turning direction of the vehicle 11 and the speed of the posture change are determined. Here, even if the yaw rate YR is large to some extent, as long as the steering direction of the steering wheel 24 and the turning direction of the vehicle 11 are the same, the vehicle 11 travels while following a traveling route according to the operation state of the vehicle by the driver. Therefore, it is not in the wiper state. On the other hand, if the steering direction of the steering wheel 24 and the turning direction of the vehicle 11 are opposite, the vehicle 11 does not follow the travel route according to the operation state of the vehicle 11 by the driver and is in the wiper state. Can be determined. Therefore, in the present embodiment, the steering angle ST of the steering wheel 24 is also used as a parameter when the wiper determination is performed. Therefore, it is possible to specify the turning direction of the vehicle 11 in the wiper state, and it is possible to suppress erroneous determination regarding the presence or absence of the wiper state.

  (4) It is determined whether the front and rear wheels of the vehicle 11 are in a parallel sliding state (the above-described sliding state) in which the front and rear wheels of the vehicle 11 slide down toward the lower side of the slope. I have to. Therefore, the ground contact force of the front and rear wheels of the vehicle 11 decreases, and the front and rear wheels slide down toward the lower side in the slope direction of the slope (that is, the valley side on the slope), so that the vehicle 11 is in an operation state of the vehicle 11. It becomes possible to determine a state of parallel sliding down that is parallel to the valley side of the slope with respect to the traveling route according to the above.

  (5) When the vehicle 11 is slipping down, the lateral acceleration GY acting on the valley side of the hill is reduced, so that the sliding down is based on the acceleration change amount ΔGY that is the change amount of the lateral acceleration GY. It becomes possible to determine the presence or absence of the occurrence of. Further, based on the direction of action of the lateral acceleration GY, it is determined whether the right side or the left side of the vehicle 11 is directed downward in the slope direction of the slope, so that the direction of slipping, that is, toward the valley side, is determined. It is possible to determine whether the vehicle is slipping down, the right side or the left side of the vehicle 11. As described above, since the lateral acceleration GY acting in the left-right direction of the vehicle 11 is used as a parameter for determining whether or not the vehicle 11 slips, the presence / absence of the slipping and the direction of the slipping are determined. Can be identified.

(Second Embodiment)
Next, a second embodiment in which the vehicle control device is embodied will be described with reference to FIGS.

  In the first embodiment, the yaw rate YR is detected using the yaw rate sensor SE11. Here, in general, in the low vehicle speed region of the vehicle 11, the influence of the noise-like yaw rate due to the shaking of the vehicle body when traveling on a rough road increases, and the detection accuracy of the yaw rate sensor tends to decrease. Therefore, in the present embodiment, the yaw rate YR is calculated using an image photographed by the first camera CAM1 provided at the front portion of the vehicle 11.

  10 and 11 show the calculation principle of the yaw rate YR using an image. FIG. 10 shows a state when the left wiper is generated when traveling in the upward direction (GX> 0) as an example, and FIG. 11 shows an example when traveling in the downward direction (GX <0). 0) Indicates the state when the right wiper has occurred.

  As shown in FIG. 10, when the left wiper occurs during traveling in the upward direction, the vehicle 11 rotates the front portion of the vehicle 11 leftward with the right rear wheel RR as a fulcrum. Here, an arbitrary target (for example, a trackable object such as a stone) is selected from one image captured by the first camera CAM1. Such a target is photographed as if it moved in the lateral direction of the vehicle 11 on the image when a wiper occurs in the vehicle 11. A lateral movement amount (for example, a lateral movement amount within an image sampling period) within a predetermined time T on the image of the target is calculated by image processing by the control device 100, and the calculated value is calculated by the vehicle 11. It is assumed that the front lateral movement amount CF indicates the lateral movement amount. The lateral movement amount of the vehicle 11 is calculated so as to be a positive value when the vehicle 11 moves to the left side and a negative value when the vehicle 11 moves to the right side. Accordingly, in the state shown in FIG. 10, the front lateral movement amount CF is a positive value. Incidentally, when the right wiper occurs during traveling in the upward direction, the vehicle 11 rotates the front portion of the vehicle 11 rightward with the left rear wheel RL as a fulcrum.

  Further, the distance from the rear wheel (right rear wheel RR in the case of FIG. 10) serving as the fulcrum of the wiper to the first camera CAM1 is defined as a rear wheel starting point radius LR. The rear wheel starting point radius LR is a unique value for each vehicle and can be set in advance. In such a case, the yaw rate YR can be calculated from the following equation (21).

YR = CF / (LR · PT) (21)
YR: Yaw rate (unit: rad / s)
CF: Front lateral movement (unit: mm)
LR: Starting radius of rear wheel (unit: mm)
PT: time interval between two images used to calculate the amount of front lateral movement

On the other hand, as shown in FIG. 11, when the right wiper occurs during traveling in the downward direction, the vehicle 11 rotates the front portion of the vehicle 11 leftward with the left front wheel FL as a fulcrum. Also in the state of FIG. 11, the front lateral movement amount CF indicating the lateral movement amount of the vehicle 11 is calculated in the same manner as in the state of FIG. In the state shown in FIG. 11, the front lateral movement amount CF is a positive value. Incidentally, when the left wiper occurs during traveling in the downward direction, the vehicle 11 rotates the front portion of the vehicle 11 to the right with the right front wheel FR as a fulcrum.

  The distance from the front wheel (left front wheel FL in the case of FIG. 11) which is the fulcrum of the wiper to the first camera CAM1 is defined as a front wheel starting radius LF. The front wheel starting radius LF is also a unique value for each vehicle and can be set in advance. In such a case, the yaw rate YR can be calculated from the following equation (22).

YR = CF / (LF · PT) (22)
YR: Yaw rate (unit: rad / s)
CF: Front lateral movement (unit: mm)
LF: Front wheel starting radius (unit: mm)
PT: time interval between two images used to calculate the amount of front lateral movement

FIG. 12 shows the procedure of yaw rate YR calculation processing based on the above principle. This calculation process is also executed by the control device 100 at predetermined intervals.

When this processing is started, the control device 100 reads the longitudinal acceleration GX, the front lateral movement amount CF calculated by the image processing, and the photographing interval time PT (S300).
Then, the control device 100 determines whether or not the read longitudinal acceleration GX is a positive value (S310). When the longitudinal acceleration GX is a positive value (S310: YES), since the vehicle 11 is traveling in the upward direction, the control device 100 sets the value of the rear wheel starting radius LR as the starting radius L. (S320).

  On the other hand, when the longitudinal acceleration GX is a negative value (S310: NO), since the vehicle 11 is traveling in the downward direction, the control device 100 sets the value of the front wheel starting radius LF as the starting radius L (see FIG. S330).

  When the starting point radius L is set in step S320 or step S330, the control device 100 calculates the yaw rate YR from the following equation (23) based on the front lateral movement amount CF, the starting point radius L, and the imaging interval time PT. (S340).

YR = CF / (L · PT) (23)
YR: Yaw rate (unit: rad / s)
CF: Front lateral movement (unit: mm)
L: Starting radius (unit: mm)
PT: Shooting interval time

When the yaw rate YR is calculated in this way, the control device 100 ends this process. In the wiper determination process described above, the calculated yaw rate YR is used.

  In the present embodiment, the vehicle 11 is controlled by the first camera CAM1 that captures an image in order to detect the lateral movement amount of the vehicle 11 and the control device 100 that calculates the lateral movement amount by calculating the captured image. A lateral movement amount detection unit is configured to detect the lateral movement amount. Incidentally, when calculating the lateral movement amount of the vehicle 11 by calculating and processing an image in the first camera CAM1, the first camera CAM1 itself becomes a lateral movement amount detection unit. In the present embodiment, the first camera CAM1 and the control device 100 for calculating the yaw rate YR constitute a yaw rate detection unit.

According to this embodiment, the following effects can be obtained.
(6) The yaw rate YR is calculated using the above equation (23). Here, since the starting point radius L and the photographing interval time PT can be set to predetermined fixed values, the yaw rate YR that changes variously can be obtained simply by substituting the front lateral movement amount CF into the above equation (23). It can be easily calculated.

  Further, the yaw rate YR calculated from the front lateral movement amount CF is not affected by the vehicle speed, as is apparent from the equation (23). Therefore, in a low vehicle speed region, it is possible to obtain a yaw rate YR with higher accuracy than the yaw rate sensor SE11 that is affected by a noisy yaw rate due to the shaking of the vehicle body when traveling on a rough road. Therefore, for example, the determination accuracy regarding the presence or absence of the wiper is also improved.

(Third embodiment)
Next, a third embodiment of the vehicle control device will be described with reference to FIGS.

  In the first embodiment, the vehicle deflection state, that is, the wiper state or the slipping state is determined based on the lateral acceleration GY, the yaw rate YR, the steering angle ST, and the like. On the other hand, in the present embodiment, the wiper is performed using an image photographed by the first camera CAM1 provided at the front portion of the vehicle 11 and an image photographed by the second camera CAM2 provided at the rear portion of the vehicle 11. The state and the falling state are judged.

  FIG. 13 and FIG. 14 show the wiper state determination principle using an image. FIG. 13 shows a state when the left wiper is generated when traveling in the upward direction (GX> 0) as an example, and FIG. 14 shows an example when traveling in the downward direction (GX <0). 0) Indicates the state when the right wiper has occurred.

  As shown in FIG. 13, when the left wiper occurs during traveling in the upward direction, the vehicle 11 rotates the front portion of the vehicle 11 leftward with the right rear wheel RR as a fulcrum. Here, the front lateral movement amount CF, which is the lateral movement amount on the front side of the vehicle, is calculated by performing arithmetic processing on the captured image of the first camera CAM1 in the same manner as in the second embodiment. Further, the rear lateral movement amount CR, which is the lateral movement amount behind the vehicle, is calculated by processing the captured image of the second camera CAM2 in the same manner as the calculation processing of the front lateral movement amount CF. Also in this embodiment, the front lateral movement amount CF and the rear lateral movement amount CR are calculated so as to be positive values when the vehicle 11 moves to the left side and negative values when the vehicle 11 moves to the right side. To do.

  When calculating the front lateral movement amount CF and the rear lateral movement amount CR in the above manner, the front lateral movement amount CF is a positive value and the rear lateral movement amount CR is a negative value in the wiper state shown in FIG. Become.

  Thus, when the vehicle 11 is in the wiper state, the lateral movement direction on the front side of the vehicle and the lateral movement direction on the rear side of the vehicle are reversed, and thus the signs of the front lateral movement amount CF and the rear lateral movement amount CR Are different, it can be determined that the vehicle 11 is in the wiper state.

  Further, as shown in FIG. 13, when the front wheels (the right front wheel FR and the left front wheel FL) of the vehicle 11 are lowered, the absolute value of the front lateral movement amount CF is larger than the absolute value of the rear lateral movement amount CR. growing. In this case, the distance from the rear wheel (right rear wheel RR in the case of FIG. 13) serving as the fulcrum of the wiper to the first camera CAM1 is defined as a rear wheel starting point radius LRR. The rear wheel starting point radius LRR is a unique value for each vehicle and can be set in advance. In such a case, the yaw rate YR can be calculated from the following equation (24).

YR = CF / (LRR · PT) (24)
YR: Yaw rate (unit: rad / s)
CF: Front lateral movement (unit: mm)
LRR: Rear wheel starting radius (unit: mm)
PT: time interval between two images used to calculate the amount of front lateral movement

As shown in FIG. 14, when the right wiper occurs during traveling in the downward direction, the vehicle 11 rotates the front portion of the vehicle 11 leftward with the left front wheel FL as a fulcrum. Also in the state of FIG. 14, in the same manner as in the state of FIG. 13, by calculating the front lateral movement amount CF and the rear lateral movement amount CR, in the wiper state shown in FIG. The rear lateral movement amount CR becomes a negative value.

  Thus, even when the vehicle is traveling in the downward direction, when the vehicle 11 is in the wiper state, the lateral movement direction on the front side of the vehicle and the lateral movement direction on the rear side of the vehicle are reversed. When the signs of the lateral movement amount CF and the rear lateral movement amount CR are different, it can be determined that the vehicle 11 is in the wiper state.

  Further, as shown in FIG. 14, when the rear wheels (the right rear wheel RR and the left rear wheel RL) of the vehicle 11 are lowered, the absolute value of the rear lateral movement amount CR is the absolute value of the front lateral movement amount CF. Larger than the value. In this case, the distance from the front wheel (left front wheel FL in the case of FIG. 14) serving as the fulcrum of the wiper to the second camera CAM2 is defined as a front wheel starting radius LFF. The front wheel starting point radius LFF is a unique value for each vehicle, and can be set in advance. In such a case, the yaw rate YR can be calculated from the following equation (25).

YR = CR / (LFF · PT) (25)
YR: Yaw rate (unit: rad / s)
CR: Rear lateral displacement (unit: mm)
LFF: Front wheel starting radius (unit: mm)
PT: Time interval between two images used for calculating the rear lateral movement amount

FIG. 15 shows the principle of determining a slipping state using an image. FIG. 15 shows a state when a left slip occurs as an example.

  As shown in FIG. 15, when slipping occurs, both the front wheel (right front wheel FR and left front wheel FL) and rear wheel (right rear wheel RR and left rear wheel RL) of the vehicle 11 slide in the same direction. . Therefore, when the front lateral movement amount CF and the rear lateral movement amount CR described above are calculated, both the front lateral movement amount CF and the rear lateral movement amount CR are positive values in the sliding state shown in FIG. Note that when a left slip occurs, both the front lateral movement amount CF and the rear lateral movement amount CR are negative values.

  In this way, when the vehicle 11 is in a sliding state, the lateral movement direction on the front side of the vehicle and the lateral movement direction on the rear side of the vehicle are the same, and therefore the front lateral movement amount CF and the rear lateral movement amount CR. Can be determined that the vehicle 11 is in a slipping state.

FIG. 16 shows a determination process procedure for vehicle deflection (wiper and slipping) based on the above principle. This determination process is also executed by the control device 100 at predetermined intervals.
When this processing is started, the control device 100 reads the vehicle speed V, the front lateral movement amount CF and the rear lateral movement amount CR calculated by the image processing, and the photographing interval time PT (S400). In the present embodiment, the shooting interval time PT of the image shot for calculating the front lateral movement amount CF is the same as the shooting interval time PT of the image shot for calculating the rear lateral movement amount CR. However, different shooting interval times may be used.

  Next, the control device 100 determines whether or not the vehicle speed V of the vehicle 11 is low (S410). The vehicle 11 calculated in step S410 is also calculated based on the right front wheel speed V (FR), the left front wheel speed V (FL), the right rear wheel speed V (RR), and the left rear wheel speed V (RL). It is determined whether or not the vehicle speed V is lower than the vehicle speed determination value KV described above. When the vehicle speed V is equal to or higher than the vehicle speed determination value KV (S410: NO), the control device 100 ends this process.

  On the other hand, when the vehicle speed V is less than the vehicle speed determination value KV (S410: YES), the control device 100 determines whether the absolute value of the front lateral movement amount CF exceeds the lateral movement amount determination value KC or the rear lateral movement amount CR. It is determined whether the absolute value of exceeds the lateral movement amount determination value KC (S420). The lateral movement amount determination value KC is a threshold value for determining whether or not vehicle deflection has occurred, and is set to a fitness value obtained through a prior experiment or the like.

  When the absolute value of the front lateral movement amount CF and the absolute value of the rear lateral movement amount CR do not exceed the lateral movement amount determination value KC (S420: NO), the control device 100 determines that there is no vehicle deflection (S500). ), The yaw rate YR is set to “0” (S540), and this process is terminated.

  On the other hand, when at least one of the absolute value of the front lateral movement amount CF and the absolute value of the rear lateral movement amount CR exceeds the lateral movement amount determination value KC (S420: YES), vehicle deflection has occurred. The control device 100 sequentially performs a process for specifying the type of vehicle deflection.

First, when an affirmative determination is made in step S420, the control device 100 determines whether or not the value of the front lateral movement amount CF and the value of the rear lateral movement amount CR have the same sign (S430).
When the value of the front lateral movement amount CF and the value of the rear lateral movement amount CR have different signs (S430: NO), it can be determined from the above principle that the vehicle 11 is in the wiper state. Therefore, when a negative determination is made in step S430, the control device 100 performs the processing after step S440 in order to calculate the yaw rate YR and specify the wiper generation direction based on the above principle.

  First, in step S440, the control device 100 determines whether or not the absolute value of the front lateral movement amount CF is larger than the absolute value of the rear lateral movement amount CR. When the absolute value of the front lateral movement amount CF is smaller than the absolute value of the rear lateral movement amount CR (S440: NO), the vehicle 11 is in the state shown in FIG. Since it is in a state of sliding down, the yaw rate YR is calculated based on the above equation (25) (S450).

  On the other hand, when the absolute value of the front lateral movement amount CF is larger than the absolute value of the rear lateral movement amount CR (S440: YES), the vehicle 11 is in a state as shown in FIG. Since it is in the lowered state, the yaw rate YR is calculated based on the above equation (24) (S460).

  After calculating the yaw rate YR in step S450 or step S460, the control device 100 next determines whether or not the calculated yaw rate YR is a positive value (S470). When the calculated yaw rate YR is a negative value (S470: NO), the control device 100 determines that there is a right wiper (S480), and ends this process.

On the other hand, when the calculated yaw rate YR is a positive value (S470: YES), the control device 100 determines that there is a left wiper (S490), and ends this process.
On the other hand, when the value of the front lateral movement amount CF and the value of the rear lateral movement amount CR have the same sign in step S430 (S430: YES), the vehicle 11 is in a slipping state from the above principle. I can judge. Therefore, when an affirmative determination is made in step S430, the control device 100 performs the processing from step S510 onward in order to identify the direction in which the slipping occurs based on the above principle.

  In step S510, the control device 100 determines whether or not the front lateral movement amount CF is a positive value. When the front lateral movement amount CF is a negative value (S510: NO), the control device 100 determines that there is a right side slip (S520), sets the yaw rate YR to “0” (S540), This process ends.

  On the other hand, when the front lateral movement amount CF is a positive value (S510: YES), the control device 100 determines that there is a left slip (S530), sets the yaw rate YR to “0” (S540), This process ends.

  In the present embodiment, the first camera CAM1 that captures an image in order to detect the lateral movement amount of the vehicle 11 and the control device 100 that calculates the front lateral movement amount CF by calculating the captured image. A front lateral movement direction detection unit that detects the lateral movement direction of the vehicle front side is configured. Incidentally, when calculating the amount of lateral movement of the vehicle 11 by calculating and processing an image in the first camera CAM1, the first camera CAM1 itself becomes a front side lateral movement direction detector. Similarly, the second side camera CAM2 and the control device 100 constitute a rear side movement direction detection unit that detects the rear side movement direction of the vehicle. Incidentally, when calculating the amount of lateral movement of the vehicle 11 by calculating an image in the second camera CAM2, the second camera CAM2 itself becomes the rear side lateral movement direction detection unit. In the present embodiment, the front lateral movement amount CF and the rear lateral movement amount CR are values indicating the posture state of the vehicle 11 and correspond to the posture state amount for determining the deflection state of the vehicle 11.

According to this embodiment, the following effects can be obtained.
(7) When the vehicle 11 is in a pivoting down state (wiper state), the lateral movement direction on the front side of the vehicle and the lateral movement direction on the rear side of the vehicle are reversed. Therefore, the posture change of the vehicle 11 due to the generation of the wiper is grasped in the lateral movement direction of the vehicle 11 detected based on the camera image. Therefore, the presence / absence of the wiper can be determined without using the yaw rate YR.

  (8) When the vehicle 11 is in a parallel sliding state (sliding state), the lateral movement direction on the front side of the vehicle and the lateral movement direction on the rear side of the vehicle are the same. Therefore, the posture change of the vehicle 11 due to the occurrence of slipping is grasped in the lateral movement direction of the vehicle 11 detected based on the camera image. Therefore, it is possible to determine whether or not there is slippage without using the lateral acceleration GY.

  (9) The yaw rate YR is calculated using the above equations (24) and (25). Here, since the front wheel starting radius LFF, the rear wheel starting radius LRR, and the photographing interval time PT can be set to predetermined fixed values, the front lateral movement amount CF is substituted into the above equation (24), By simply substituting the rear lateral movement amount CR into the above equation (25), it is possible to easily calculate the yaw rate YR that changes variously.

  Further, the yaw rate YR calculated from the lateral movement amount of the vehicle 11 is not affected by the vehicle speed, as is apparent from the equations (24) and (25). Therefore, in a low vehicle speed region, it is possible to obtain a yaw rate YR with higher accuracy than the yaw rate sensor SE11 that is affected by a noisy yaw rate due to the shaking of the vehicle body when traveling on a rough road. Therefore, for example, the accuracy of the determination regarding the wiper generation direction in step S470 is improved.

(Fourth embodiment)
Next, a fourth embodiment in which a vehicle control device is embodied will be described with reference to FIG.

  In this embodiment, when it is determined in the first embodiment that vehicle deflection has occurred, that is, when it is determined that wiper or slipping has occurred, suppression control that suppresses such vehicle deflection is executed. Like to do. In the second embodiment and the third embodiment, the suppression control according to this embodiment may be performed even when it is determined that vehicle deflection has occurred.

FIG. 17 shows a control processing procedure for suppressing vehicle deflection. This process is executed by the control device 100 at predetermined intervals.
When this process is started, the control device 100 determines whether or not vehicle deflection is occurring (S600). And when vehicle deflection | deviation does not occur (S600: NO), this process is complete | finished.

  On the other hand, when the vehicle deflection is occurring (S600: YES), the control device 100 determines whether or not a slip has occurred (S610). Then, when slipping occurs (S610: YES), the degree of vehicle deflection (the current vehicle 11 is deflected to the valley side of the slope with respect to the travel route corresponding to the operation state of the vehicle 11 and is lowered). The deflection amount of the travel route is large, and it is necessary to quickly suppress the vehicle deflection. Therefore, the control device 100 executes an automatic steering process (S630) and ends this process.

  In this automatic steering process, the drive amount of the steering actuator 26 is controlled so that the front wheels (the right front wheel FR and the left front wheel FL) are steered in a direction opposite to the steering direction by the vehicle driver. And the deflection | deviation of the vehicle 11 is suppressed by this forced steering. In addition, it is preferable to increase the turning amount of the front wheels that are forcibly steered as the degree of vehicle deflection increases. Further, it is preferable to increase the turning speed of the front wheels that are forcibly turned as the degree of vehicle deflection increases.

  On the other hand, when it is determined in step S610 that no slip has occurred (S610: NO), control device 100 determines whether or not the current absolute value of steering angle ST is larger than determination value α. (S620). When the absolute value of the steering angle ST is larger than the determination value α (S620: YES), vehicle deflection has occurred while the steering wheel 24 is operated relatively large, and it is necessary to quickly suppress the vehicle deflection. There is. Therefore, the control device 100 executes the above-described automatic steering process to suppress the deflection of the vehicle 11 (S630). Then, this process ends. In addition, it is preferable to increase the turning amount of the front wheels forcibly steered as the absolute value of the steering angle ST is larger. Further, it is preferable to increase the turning speed of the front wheels to be forcibly steered as the absolute value of the steering angle ST is larger.

  On the other hand, when the absolute value of the steering angle ST is equal to or smaller than the determination value α (S620: NO), the steering wheel 24 is not operated so much, so that the forced steering by the automatic steering process is not performed. However, after that, if the steering wheel 24 is greatly operated, the vehicle deflection may be promoted. Therefore, the control device 100 executes a steering suppression process for suppressing the promotion of the vehicle deflection (S640). This process ends.

  In this steering suppression process, the drive of the steering actuator 26 is controlled so that the steering assist force of the steering wheel 24 by the steering actuator 26 is reduced. This makes it difficult for the vehicle driver to rotate the steering wheel 24, so that the steering wheel 24 can be prevented from being greatly operated, and the promotion of vehicle deflection can be suppressed. Further, by changing the steering assist force of the steering wheel 24, it becomes possible to notify the vehicle driver of the occurrence of vehicle deflection. When executing the steering suppression process, the larger the absolute value of the steering angle ST, the smaller the steering assist force of the steering wheel 24, that is, the rotational resistance when the vehicle driver rotates the steering wheel 24. It is preferable to variably control the drive of the steering actuator 26 so as to increase.

According to this embodiment, the following effects can be obtained.
(10) When vehicle deflection occurs, suppression control that suppresses such vehicle deflection is executed, so that the posture of the vehicle 11 destabilized by vehicle deflection can be stabilized.

  (11) As the suppression control, control for correcting vehicle deflection is performed using a steering mechanism including the steering actuator 26 and the like. More specifically, the above-described automatic steering process and steering suppression process are performed. Therefore, the posture of the vehicle 11 destabilized by the vehicle deflection can be stabilized appropriately.

(Fifth embodiment)
Next, a fifth embodiment in which the vehicle control device is embodied will be described with reference to FIG.

  In the fourth embodiment, when it is determined that vehicle deflection has occurred, control is performed to correct the vehicle deflection using the steering mechanism. Here, the vehicle deflection described above often occurs due to a decrease in wheel contact force on a slope. Therefore, in the present embodiment, as suppression control for suppressing vehicle deflection, control for increasing the wheel ground contact force on a slope is performed.

FIG. 18 shows a control processing procedure for suppressing vehicle deflection. This process is executed by the control device 100 at predetermined intervals.
When this process is started, the control device 100 determines whether or not vehicle deflection has occurred (S700). And when vehicle deflection | deviation does not occur (S700: NO), this process is complete | finished.

  On the other hand, when the vehicle deflection is occurring (S700: YES), the control device 100 determines whether or not the vehicle 11 is currently being braked (S710). Here, it is possible to determine that the vehicle 11 is being braked when the brake switch SW1 is “ON” or when the brake fluid pressure is higher than a predetermined value.

  When braking is in progress (S710: YES), the fact that the wheel ground contact force is reduced due to wheel locking by braking can be considered as the cause of vehicle deflection. Therefore, the control device 100 executes a braking force reduction process (S720) and ends this process. In this braking force reduction process, the brake actuator 15 is driven and controlled so that the brake fluid pressure gradually decreases. As a result, the wheel lock is released and the wheel contact force is increased, so that vehicle deflection is suppressed. The braking force reduction process is executed until the vehicle deflection is settled. Further, the ground load at each wheel of the vehicle 11 is estimated. And you may make it adjust individually the brake fluid pressure of the wheel cylinders 36a-36c provided in each wheel so that a braking force may become small, so that the wheel where the ground contact load is small and the wheel ground contact force is small.

  On the other hand, when it is determined in step S710 that braking is not being performed (S710: NO), the fact that the wheel ground contact force is reduced due to the idling of the driving wheel due to excessive driving force application is the cause of the occurrence of vehicle deflection. Can be considered. Therefore, the control device 100 executes a braking force increase process (S730) and ends this process. In this braking force increasing process, the brake actuator 15 is driven and controlled so that the brake fluid pressure gradually increases. As a result, idling of the driving wheel due to excessive driving force application is suppressed and the wheel ground contact force is increased, so that vehicle deflection is suppressed. This braking force increasing process is also executed until the vehicle deflection is settled. Further, the ground load at each wheel of the vehicle 11 is estimated. And you may make it adjust individually the brake fluid pressure of the wheel cylinders 36a-36c provided in each wheel so that a braking force may become so large that the wheel whose ground load is small and wheel ground force is small.

According to this embodiment, in addition to the effect described in (10) above, the following operational effects can be obtained.
(11) As suppression control for suppressing vehicle deflection, control for increasing wheel contact force on a slope is performed. More specifically, since the braking force of the vehicle 11 is adjusted to suppress wheel lock and idling, the reduced wheel contact force is recovered. Therefore, the wheel contact force on the slope can be increased.

(Sixth embodiment)
Next, a sixth embodiment in which the vehicle control device is embodied will be described with reference to FIG.

  In the fifth embodiment, control for adjusting the braking force of the vehicle 11 is performed. Also in this embodiment, the control for adjusting the braking force is performed, but the mode of the braking force control when braking is different.

FIG. 19 shows a vehicle deflection suppression processing procedure in this embodiment. This process is executed by the control device 100 at predetermined intervals.
When this process is started, the control device 100 determines whether or not vehicle deflection has occurred (S800). And when vehicle deflection | deviation does not occur (S800: NO), the control apparatus 100 complete | finishes this process.

  On the other hand, when the vehicle deflection is occurring (S800: YES), the control device 100 determines whether or not the vehicle 11 is currently being braked (S810). Again, when the brake switch SW1 is “ON”, or when the brake fluid pressure is higher than a predetermined value, it can be determined that the vehicle 11 is braking.

  When the vehicle is not being braked (S810: NO), it can be considered that the cause of the vehicle deflection is that the wheel ground contact force is reduced due to the idling of the drive wheel due to the excessive drive force application. Therefore, the control device 100 executes the braking force increase process in the same manner as in the fifth embodiment (S850), and ends this process.

  On the other hand, when it is determined in step S810 that braking is in progress (S810: YES), control device 100 determines whether vehicle 11 is climbing up a slope (S820). Here, based on the longitudinal acceleration GX or the like, it is determined whether or not the vehicle 11 is climbing up a slope.

  When the vehicle 11 is climbing up the slope (S820: YES), the control device 100 increases the braking force of the inner wheel in the turning direction of the vehicle 11 through drive control of the brake actuator (S830). For example, when the vehicle is turning right while climbing up, the braking force of at least one of the right front wheel FR and the right rear wheel RR is increased. When the braking force of the inner wheel in the turning direction is increased in this way, a rotational moment in the turning direction is generated in the vehicle 11, so that the traveling direction of the vehicle 11 is changed, and the vehicle 11 that has faced the uphill direction (mountain direction). The posture changes in the downhill direction (valley side direction). As a result, vehicle deflection that occurs during climbing is suppressed.

  On the other hand, when it is determined in step S820 that the vehicle is not climbing, that is, when the vehicle 11 is descending down the slope (S820: NO), the control device 100 performs drive control of the brake actuator, The rear wheel braking force on the inner wheel side in the turning direction of the vehicle 11 is increased (S840). For example, when turning right during a downhill, the braking force of the right rear wheel RR is increased. When the rear wheel braking force on the inner wheel side in the turning direction is increased in this way, a rotational moment in the turning direction is generated in the vehicle 11, so that the traveling direction of the vehicle 11 changes, and the downhill direction (valley side direction) changes. The posture of the vehicle 11 that is facing changes in the uphill direction (mountain side direction). For this reason, the vehicle deflection that occurs during the downhill is suppressed.

According to this embodiment, in addition to the effect described in (10) above, the following operational effects can be obtained.
(12) As suppression control for suppressing vehicle deflection, the wheel for increasing the braking force is changed according to the traveling direction of the vehicle 11 on the slope. Therefore, the posture of the vehicle 11 can be changed in the direction in which the vehicle deflection is suppressed.

(Seventh embodiment)
Next, a seventh embodiment in which the vehicle control device is embodied will be described with reference to FIG.

In the present embodiment, output torque control of the engine 12 is performed as suppression control that suppresses vehicle deflection by increasing wheel contact force on a slope.
FIG. 20 shows a vehicle deflection suppression processing procedure in the present embodiment. This process is executed by the control device 100 at predetermined intervals.

  When this process is started, the control device 100 determines whether or not vehicle deflection has occurred (S900). And when vehicle deflection | deviation does not occur (S900: NO), this process is complete | finished.

  On the other hand, when vehicle deflection is occurring (S900: YES), the currently occurring vehicle deflection may be caused by a decrease in wheel ground contact force due to idling of driving wheels due to excessive driving force application, or the like. There is sex. Therefore, the control device 100 executes an output torque reduction process for reducing the output torque of the engine 12 (S910). In this output torque reduction process, the output torque of the engine 12 is set to the current output torque so that the wheel contact force of the wheel does not give a wheel drive force that exceeds the optimum contact force according to the friction coefficient of the road surface and the contact load. Is reduced. In addition, it is preferable to control the output torque so as to suppress the driving force of the mountain-side driving wheel where the ground load is particularly likely to decrease. By executing the output torque reduction process, the reduced wheel contact force increases, so that vehicle deflection is suppressed.

  Here, when the output torque reduction process is executed to reduce the driving force of the driving wheel, the effect of engine braking is increased, the rotational resistance of the driving wheel is increased, and the wheel ground contact force may be reduced. Therefore, after executing the output torque reduction process, the control device 100 determines whether or not the wheel ground contact force is reduced due to the engine brake (S920). The determination in step S920 is affirmative when the slip ratio of the wheel (more precisely, the tire) exceeds a predetermined value.

Then, when the wheel ground contact force is not reduced by the engine brake (S920: NO), the control device 100 ends this process.
On the other hand, when the wheel ground contact force is reduced due to the engine brake (S920: YES), the control device 100 controls the output of the engine 12 so that the output torque is increased by a specified amount (S930). Exit.

  In addition, when the vehicle 11 has a mechanism capable of arbitrarily adjusting the driving force to each wheel, for example, a so-called in-wheel motor type vehicle in which each wheel is provided with an electric motor instead of the engine 12 In such a case, it is desirable to reduce the driving force as the wheel having a smaller ground load. For example, in the output torque suppression process, the output torque to the mountain side drive wheels may be made smaller than the output torque to the valley side drive wheels.

According to this embodiment, in addition to the effect described in (10) above, the following operational effects can be obtained.
(13) As suppression control for suppressing vehicle deflection, processing for reducing the output torque of the engine 12 is performed. Accordingly, the reduced wheel contact force is recovered, and the wheel contact force on the slope can be increased.

(Eighth embodiment)
Next, an eighth embodiment in which a vehicle control device is embodied will be described with reference to FIG.

In the present embodiment, drive system control of the vehicle 11 is performed as suppression control that suppresses vehicle deflection by increasing the wheel contact force on a slope.
FIG. 21 shows a vehicle deflection suppression processing procedure in the present embodiment. This process is executed by the control device 100 at predetermined intervals.

  When this process is started, the control device 100 determines whether or not vehicle deflection has occurred (S1000). And when vehicle deflection | deviation does not occur (S1000: NO), this process is complete | finished.

  On the other hand, when the vehicle deflection is occurring (S1000: YES), the control device 100 determines whether or not the vehicle 11 is currently braking (S1010). Again, when the brake switch SW1 is “ON”, or when the brake fluid pressure is higher than a predetermined value, it can be determined that the vehicle 11 is braking.

  When braking is in progress (S1010: YES), the fact that the wheel ground contact force is reduced due to wheel locking by braking can be considered as the cause of vehicle deflection. Therefore, the control device 100 executes a driving force increasing process so that the wheel lock is released by sufficiently increasing the driving force of the wheel with respect to the braking force (S1020), and the present process is terminated.

As the driving force increasing process, one of the following driving system controls (A) to (C) or a combination of these driving system controls is performed.
(A) The speed of the auxiliary transmission 41 is changed from “H4” to “L4” to increase the driving force of the wheels.

(B) Shifting down the gear position of the transmission 40 to increase the driving force of the wheels.
(C) When the amount of driving force distribution to the front and rear wheels can be changed, the driving force of the mountain side driving wheel is increased by increasing the amount of driving force distribution to the mountain side driving wheel where the ground load tends to decrease. Let

  On the other hand, when it is determined in step S1010 that braking is not being performed (S1010: NO), the wheel ground contact force is reduced due to the idling of the drive wheel due to excessive drive force application, which is the cause of vehicle deflection. You can think of it. Therefore, the control device 100 executes the driving force reduction process so that the idling of the driving wheel is suppressed by reducing the driving force of the wheel (S1030), and this process is terminated.

As the driving force reduction process, one of the following driving system controls (D) to (F) or a combination of these driving system controls is performed.
(D) The driving speed of the wheel is reduced by changing the gear position of the auxiliary transmission 41 from “L4” to “H4”.

(E) Shifting up the gear position of the transmission 40 to reduce the driving force of the wheels.
(F) If the amount of driving force distributed to the front and rear wheels can be changed, the amount of driving force distributed to the mountain side driving wheel, where the ground contact load tends to decrease, is reduced to reduce the driving force of the mountain side driving wheel. Let

  Note that the above-described driving force increasing process and driving force decreasing process are executed until the vehicle deflection is settled. Further, the state of the drive system changed by the execution of the drive force increasing process or the drive force decreasing process is returned to the state before the change after the vehicle deflection is settled. Incidentally, the state of the drive system changed by the execution of the drive force increase process or the drive force decrease process may be held as it is even after the vehicle deflection is settled.

According to this embodiment, in addition to the effect described in (10) above, the following operational effects can be obtained.
(14) As suppression control for suppressing vehicle deflection, control for increasing the wheel contact force on a slope is performed. More specifically, by changing the state of the drive system of the vehicle 11 and changing the driving force transmitted to the driving wheels, wheel locking and idling are suppressed. As a result, the reduced wheel contact force is restored. Therefore, the wheel contact force on the slope can be increased.

(Ninth embodiment)
Next, a ninth embodiment in which the vehicle control device is embodied will be described with reference to FIG.

In the present embodiment, vehicle height adjustment of the vehicle 11 is performed as suppression control that suppresses vehicle deflection by increasing wheel contact force on a slope.
FIG. 22 shows a vehicle deflection suppression processing procedure in this embodiment. This process is executed by the control device 100 at predetermined intervals.

  When this process is started, the control device 100 determines whether or not vehicle deflection has occurred (S1100). And when vehicle deflection | deviation does not occur (S1100: NO), this process is complete | finished.

On the other hand, when the vehicle deflection is occurring (S1100: YES), the control device 100 executes a vehicle height adjustment process (S1110) and ends this process.
In the vehicle height adjustment process, the driving of the first to fourth vehicle height adjustment mechanisms 50a to 51b is controlled so that the vehicle height on the mountain side of the slope is reduced and the vehicle height on the valley side of the slope is increased.

  For example, when the front wheels (the right front wheel FR and the left front wheel FL) of the vehicle 11 are on the mountain side and the rear wheels (the right rear wheel RR and the left rear wheel RL) are on the valley side, the vehicle height at the vehicle right front is adjusted. The vehicle height on the front side of the vehicle 11 is lowered through drive control of the first vehicle height adjustment mechanism 50a and the second vehicle height adjustment mechanism 50b that adjusts the vehicle height at the left front of the vehicle. Further, the vehicle height on the rear side of the vehicle 11 is increased through the drive control of the third vehicle height adjustment mechanism 51a for adjusting the vehicle height at the right rear portion of the vehicle and the fourth vehicle height adjustment mechanism 51b for adjusting the vehicle height at the left rear portion of the vehicle. .

  When such a vehicle height adjustment process is executed, the vehicle posture while traveling on a hill is closer to the horizontal state than before the vehicle height adjustment process is executed, so the ground load on the mountain side wheel increases and the ground contact force increases. Will increase. In this way, the wheel contact force on the mountain side is increased, so that vehicle deflection is suppressed.

  In order to increase the wheel contact force on the mountain side appropriately, the lower the friction coefficient on the road surface or the greater the slope of the slope, the greater the decrease in the vehicle height on the mountain side and the higher the vehicle height on the valley side. It is preferable to increase the mass.

According to this embodiment, in addition to the effect described in (10) above, the following operational effects can be obtained.
(15) As suppression control for suppressing vehicle deflection, control for increasing wheel contact force on a slope is performed. More specifically, since the vehicle ground height of the vehicle 11 is changed to increase the wheel ground contact load, the wheel contact force on the mountain side that tends to decrease when traveling on a slope is increased, and the vehicle deflection can be suppressed. .

(10th Embodiment)
Next, a tenth embodiment embodying a vehicle control device will be described with reference to FIG.

  In the present embodiment, the front differential gear 45 and the rear differential gear 47 of the vehicle 11 are placed in a diff-locked state as suppression control that suppresses vehicle deflection by increasing the wheel contact force on a slope.

FIG. 23 shows a vehicle deflection suppression processing procedure in this embodiment. This process is executed by the control device 100 at predetermined intervals.
When this process is started, the control device 100 determines whether vehicle deflection is occurring (S1200). And when vehicle deflection | deviation does not occur (S1200: NO), this process is complete | finished.

On the other hand, when the vehicle deflection is occurring (S1200: YES), the control device 100 executes a diff lock process (S1210), and ends this process.
In the differential lock process, the front differential gear 45 and the rear differential gear 47 are put into a differential lock state. When the front and rear differential gears are set to the differential lock state in this way, all the wheels of the vehicle 11 are directly connected, so that the idling of the wheels is settled. Therefore, when vehicle deflection occurs due to one of the wheels slipping, the deflock process is executed, so that the wheel slipping is settled and the wheel contact force is increased, so that the vehicle deflection is suppressed. Will come to be.

  Incidentally, when the front wheels are idling, only the front differential gear 45 may be in the differential lock state. Further, when the rear wheel is idling, only the rear differential gear 47 may be put in the differential lock state.

According to this embodiment, in addition to the effect described in (10) above, the following operational effects can be obtained.
(16) As suppression control for suppressing vehicle deflection, control for increasing wheel contact force on a slope is performed. More specifically, the wheel ground contact force is increased by setting the differential gear provided in the vehicle 11 to the differential lock state to suppress idling of the wheel, so that vehicle deflection is suppressed.

(Eleventh embodiment)
Next, an eleventh embodiment embodying a vehicle control device will be described with reference to FIG.

  In the vehicle 11 according to the present embodiment, a so-called hill descent control (hereinafter referred to as HDC: Hill Descent Control), which automatically adjusts the braking force when going down the slope, maintains the vehicle speed on the downhill at the target vehicle speed. This is performed by the control device 100 and the brake actuator 15.

Here, the lower the target vehicle speed when going down the slope, the greater the braking force required to maintain the set target vehicle speed, and vehicle deflection due to wheel locks or the like is more likely to occur.
Therefore, in this embodiment, an increase in braking force due to HDC is suppressed as suppression control that suppresses vehicle deflection by increasing wheel contact force on a slope.

FIG. 24 shows a vehicle deflection suppression processing procedure in this embodiment. This process is executed by the control device 100 at predetermined intervals.
When this process is started, the control device 100 determines whether or not vehicle deflection has occurred (S1300). And when vehicle deflection | deviation does not occur (S1300: NO), this process is complete | finished.

  On the other hand, when vehicle deflection is occurring (S1300: YES), control device 100 determines whether or not HDC is currently being executed (S1310). And when HDC is not performed (S1310: NO), the control apparatus 100 complete | finishes this process.

  On the other hand, when HDC is being executed (S1310: YES), there is a possibility that the currently generated vehicle deflection is due to an increase in braking force by HDC. Therefore, the control device 100 performs a process of increasing the currently set HDC target vehicle speed by a specified amount (S1320), and ends this process.

  In step S1320, when the target vehicle speed is increased, the braking force required to maintain the target vehicle speed is smaller than before the increase, so that the wheel rotational resistance is reduced, and wheel lock or the like is suppressed. become. When the rotational resistance of the wheel is reduced in this way, the wheel ground contact force is increased, so that vehicle deflection is suppressed.

According to this embodiment, in addition to the effect described in (10) above, the following operational effects can be obtained.
(17) As suppression control for suppressing vehicle deflection, control for increasing the wheel contact force on a slope is performed. More specifically, the braking force is reduced by increasing the target speed during execution of the HDC, which suppresses the occurrence of wheel lock and the wheel contact force increases, thereby suppressing vehicle deflection. Will come to be.

(Twelfth embodiment)
Next, a twelfth embodiment embodying a vehicle control device will be described with reference to FIG.

In the present embodiment, control for making the traveling direction of the vehicle 11 reverse is performed as suppression control that suppresses vehicle deflection by increasing wheel contact force on a slope.
FIG. 25 shows a vehicle deflection suppression processing procedure in this embodiment. This process is executed by the control device 100 at predetermined intervals.

  When this process is started, the control device 100 determines whether or not vehicle deflection has occurred (S1400). And when vehicle deflection | deviation does not occur (S1400: NO), the control apparatus 100 complete | finishes this process.

  On the other hand, when the vehicle deflection is occurring (S1400: YES), the control device 100 determines whether or not the vehicle 11 is climbing up (S1410). Then, when the vehicle is not climbing (S1410: NO), the control device 100 ends the present process.

  On the other hand, when the vehicle is climbing up (S1410: YES), control device 100 determines whether or not the gear position of transmission 40 is the forward gear (S1420). When the gear position of the transmission 40 is not the forward gear (S1420: NO), the control device 100 ends this process.

  On the other hand, when the gear position of the transmission 40 is the forward gear (S1420: YES), the control device 100 warns the vehicle driver that vehicle control for reversing the traveling direction of the vehicle 11 will be started. (S1430).

Next, the control device 100 changes the gear position of the transmission 40 set to the forward gear to the reverse gear (S1440), and ends this process.
As described above, when vehicle deflection occurs in the vehicle 11 moving forward during the climbing, the traveling direction of the vehicle 11 is reversed, so that the state of the vehicle 11 approaches the state before the vehicle deflection occurs. become. Accordingly, the wheel contact force on the slope is increased, and vehicle deflection is suppressed.

  In addition, after changing the gear position of the transmission 40 to a reverse gear in step S1440, the gear position of the transmission 40 may be returned to the forward gear again when the vehicle deflection is settled. In this case, the climbing of the vehicle can be resumed after the vehicle deflection is settled.

  Incidentally, the speed change of the transmission 40 as described above is not automatically performed by the control device 100, but a warning prompting the change of the speed change may be notified to the vehicle driver. For example, in step S1440, a warning that prompts the user to change to the reverse gear may be notified. Further, when the vehicle deflection due to the reverse travel is settled, a warning for prompting the change to the forward gear may be notified.

According to this embodiment, in addition to the effect described in (10) above, the following operational effects can be obtained.
(16) As suppression control for suppressing vehicle deflection, control for increasing wheel contact force on a slope is performed. In more detail, since the wheel ground contact force is increased by retreating the vehicle 11 that was moving forward during the climbing, vehicle deflection is suppressed.

In addition, each said embodiment can also be changed and implemented as follows.
-When it is determined that there is a wiper or slipping, the vehicle driver may be notified that vehicle deflection has occurred.

  -The absolute value of the steering angle determination value KS is variably set based on the absolute value of the yaw rate YR so that the absolute value of the steering angle determination value KS becomes larger as the absolute value of the yaw rate YR is larger. In addition, the absolute value of the steering angle determination value KS may be a fixed value.

  In general, steering when the vehicle 11 moves backward is more difficult than steering when moving forward. Therefore, when the wiper is generated when the vehicle 11 is moved backward, steering for suppressing the change in the posture of the vehicle 11 is more difficult than when the wiper is generated when the vehicle 11 is moved forward. Therefore, when the vehicle 11 is moved backward, the absolute value of the steering angle determination value KS is preferably made smaller than when the vehicle 11 is moved forward. In this case, it is determined that the wiper is generated at the smaller steering angle ST when the vehicle is moving backward than when the vehicle is moving forward. For example, the vehicle driver is notified that vehicle deflection is occurring. In this case, such notification can be performed at the initial stage of occurrence of the wiper. Therefore, even when the vehicle is difficult to steer, the posture of the vehicle 11 can be corrected with a certain margin, and the vehicle deflection can be easily suppressed to some extent even when the vehicle is reverse.

In the first embodiment, only the wiper determination or the slipping determination may be performed.
In the second embodiment, the front lateral movement amount CF is calculated from the image of the first camera CAM1. In addition, the rear lateral movement amount CR calculated from the image of the second camera CAM2 may be calculated to calculate the yaw rate YR based on the same principle as in the second embodiment.

  In the third embodiment, only the wiper determination may be performed, only the slippage determination may be performed, or only the yaw rate calculation may be performed. Alternatively, only wiper determination and yaw rate calculation may be performed, or only slippage determination and yaw rate calculation may be performed.

In the fourth embodiment, when vehicle deflection occurs, only one of the automatic steering process and the steering suppression process may be performed.
-In 7th Embodiment, you may abbreviate | omit the process of S920 and S930, ie, each process regarding an engine brake.

  In the eighth embodiment, the drive system control (control for changing the gear position of the sub-transmission 41 from “H4” to “L4”) is performed so as to increase the driving force when the wheels are locked. I made it. However, by executing the drive system control of (A) and setting the gear position to “L4”, the engine brake increases depending on the state of the vehicle, and the tendency of the wheels to lock is increased. It can be considered that the driving force changes due to the operation and the controllability is reduced, and thus it works negatively to maintain the stability of the vehicle. Therefore, depending on the state of the vehicle and the vehicle characteristics, the drive system control (A) is not executed when the wheels are locked, or the control opposite to the drive system control (A), that is, the shift stage of the sub-transmission 41 is used. May be controlled to change from “L4” to “H4”.

In the ninth embodiment, the vehicle height before and after the vehicle is changed. In addition, only the vehicle height on the front side of the vehicle 11 may be changed, or only the vehicle height on the rear side of the vehicle 11 may be changed.
Although the first camera CAM1 is provided at the front of the vehicle and the second camera CAM2 is provided at the rear of the vehicle, the number and position of such cameras may be changed as appropriate.

  FIG. 26 shows one such modification. As shown in FIG. 26, on the right side of the vehicle 11, a third camera CAM3 that captures the road surface on the right side of the vehicle is provided. Such a third camera CAM3 may be incorporated in the right door mirror 300, for example. Further, on the left side of the vehicle 11, a fourth camera CAM4 that captures the road surface on the left side of the vehicle is provided. Such a fourth camera CAM4 may be incorporated in the left door mirror 400, for example. Then, by processing the image of the third camera CAM3, the front lateral movement amount CF when the vicinity of the right front wheel FR moves to the right side and the rear lateral movement amount CR when the vicinity of the right rear wheel RR moves to the right side are obtained. You may make it calculate.

  Similarly, by processing the image of the fourth camera CAM4, the front lateral movement amount CF when the vicinity of the left front wheel FL moves to the left side and the rear lateral movement amount CR when the vicinity of the left rear wheel RL moves to the left side. May be calculated.

  -The lateral movement amount and lateral movement direction of the vehicle 11 are detected based on the camera image. In addition, a radar device is provided instead of the first camera CAM1 and the second camera CAM2. Then, the lateral movement amount and the lateral movement direction of the vehicle 11 may be detected based on the radar information obtained from the radar device.

  The vehicle 11 was provided with an internal combustion engine as a prime mover. In addition, the control devices according to the above-described embodiments and their modifications may be applied to a vehicle including an electric motor as a prime mover, or a vehicle including an electric motor and an internal combustion engine.

DESCRIPTION OF SYMBOLS 11 ... Vehicle, 12 ... Engine, 15 ... Brake actuator, 20 ... Torque converter, 24 ... Steering wheel, 25 ... Steering shaft, 26 ... Steering actuator, 27 ... Link mechanism part, 33a ... First hydraulic pressure supply path, 33b 4th hydraulic pressure supply path 34a 2nd hydraulic pressure supply path 34b 3rd hydraulic pressure supply path 36a 1st wheel cylinder 36b 2nd wheel cylinder 36c 3rd wheel cylinder 36d 3rd 4-wheel cylinder, 40 ... transmission, 41 ... sub-transmission, 42 ... transfer, 43 ... front propeller shaft, 44 ... rear propeller shaft, 45 ... front differential gear, 46 ... right front drive shaft, 47 ... left front drive Shaft, 48 ... right rear drive shaft, 49 ... left rear drive shaft, 5 a ... first vehicle height adjustment mechanism, 50b ... second vehicle height adjustment mechanism, 51a ... third vehicle height adjustment mechanism, 51b ... fourth vehicle height adjustment mechanism, 100 ... control device (determination unit), 110 ... engine control unit 120 ... Transmission control unit 130 ... Transfer control unit 140 ... Steering control unit 150 ... Suspension control unit 160 ... Brake control unit 170 ... CAN 300 ... Right door mirror 400 ... Left door mirror FR ... Right front wheel , FL: front left wheel, RR: rear right wheel, RL: rear left wheel, SE1 to SE4 ... first to fourth wheel speed sensors, SE5 to SE8 ... first to fourth stroke sensors, SE9 ... steering angle sensor (steering) Angle detector), SE10 ... acceleration sensor (lateral acceleration detector), SE11 ... yaw rate sensor (yaw rate detector), SW1 ... brake switch, SW2 ... accelerator switch CAM1 ... 1st camera (lateral movement amount detection unit, front lateral movement direction detection unit), CAM2 ... 2nd camera (rear side lateral movement direction detection unit), CAM3 ... 3rd camera (front side lateral movement direction detection unit, rear side) Lateral movement direction detection unit), CAM4 ... 4th camera (front lateral movement direction detection unit, rear lateral movement direction detection unit), ST ... steer angle, YR ... yaw rate, CF ... front lateral movement amount, CR ... rear lateral movement amount.

Claims (11)

Posture state indicating the posture state of the vehicle whether or not the vehicle traveling on the slope is in a deflecting and descending state in which the vehicle is deflected downward and tilted downward with respect to the traveling route according to the operation state of the vehicle A determination unit for determining based on the amount ;
A front lateral movement direction detection unit that detects a lateral movement direction of the front side of the vehicle based on at least one of the camera image and the radar information;
A rear lateral movement direction detection unit that detects a lateral movement direction of the rear side of the vehicle based on at least one of the camera image and the radar information ,
The determination unit determines whether or not the deflection sliding state is a state in which the vehicle rotates downwardly with the wheel on the lower side in the slope direction of the slope as a fulcrum and rotates toward the lower side in the slope direction of the slope. It comes to judge,
The determination unit determines that the vehicle is in the state of sliding down when the lateral movement direction on the front side of the vehicle and the lateral movement direction on the rear side of the vehicle are opposite to each other. . Posture state indicating the posture state of the vehicle whether or not the vehicle traveling on the slope is in a deflecting and descending state in which the vehicle is deflected downward and tilted downward with respect to the traveling route according to the operation state of the vehicle A determination unit for determining based on the amount;
In the state where the right side of the vehicle is positioned on the lower side in the slope direction of the slope and the left side of the vehicle is positioned on the upper side in the slope direction of the slope , the determination unit In some cases, and in a situation where the left side of the vehicle is located on the lower side of the slope of the slope and the right side of the vehicle is located on the upper side of the slope of the slope, the vehicle slides down to the lower side of the slope of the slope. in some cases, the control device for a vehicle, characterized in that determines that the state of the parallel sliding down as conditions falling the deflection shear. Posture state indicating the posture state of the vehicle whether or not the vehicle traveling on the slope is in a deflecting and descending state in which the vehicle is deflected downward and tilted downward with respect to the traveling route according to the operation state of the vehicle A determination unit for determining based on the amount ;
The determination unit determines whether or not the deflection sliding state is a state in which the vehicle rotates downwardly with the wheel on the lower side in the slope direction of the slope as a fulcrum and rotates toward the lower side in the slope direction of the slope. It comes to judge,
When the vehicle is traveling on an uphill road, the determination unit determines whether the right side of the vehicle is the right side of the vehicle or the left side of the vehicle, and the right side and the left side of the vehicle Of these, the vehicle control is characterized in that it is determined that the vehicle is in the state of sliding down when the side facing the lower side of the slope of the slope and the turning direction of the vehicle are the same. apparatus. Posture state indicating the posture state of the vehicle whether or not the vehicle traveling on the slope is in a deflecting and descending state in which the vehicle is deflected downward and tilted downward with respect to the traveling route according to the operation state of the vehicle A determination unit for determining based on the amount ;
The determination unit determines whether or not the deflection sliding state is a state in which the vehicle rotates downwardly with the wheel on the lower side in the slope direction of the slope as a fulcrum and rotates toward the lower side in the slope direction of the slope. It comes to judge,
The determination unit determines that the vehicle is in the state of sliding down when the steering direction of the steering wheel is opposite to the rotation direction of the vehicle .   The determination unit determines that the vehicle is in the state of sliding down when the steering direction of the steering wheel is opposite to the turning direction of the vehicle.
  The vehicle control device according to claim 1. Means for detecting the yaw rate of the vehicle;
Means for detecting a steering angle of the steering wheel, and
The posture state quantity is the yaw rate and the steering angle,
Even if the steering direction of the steering wheel is the same as the turning direction of the vehicle , the determination unit determines the steering direction of the steering wheel when the steering angle is smaller than the steering angle determination value. The vehicle control device according to claim 4, wherein the vehicle rotation direction is considered to be opposite. It has a lateral acceleration detector that detects the lateral acceleration acting in the left-right direction of the vehicle,
The vehicle control device according to claim 2 , wherein the posture state quantity is a lateral acceleration. A front lateral movement direction detection unit that detects a lateral movement direction of the front side of the vehicle based on at least one of the camera image and the radar information;
A rear lateral movement direction detection unit that detects a lateral movement direction of the rear side of the vehicle based on at least one of the camera image and the radar information,
The vehicle control device according to claim 2 , wherein the determination unit determines that the vehicle is in the parallel sliding state when the lateral movement direction on the front side of the vehicle and the lateral movement direction on the rear side of the vehicle are the same. . The vehicle according to any one of claims 1 to 8, wherein when the determination unit determines that the vehicle is in the deflecting and falling state, the suppression control for suppressing the deflecting and falling state of the vehicle is executed. Control device. The vehicle control device according to claim 9, wherein control for increasing a wheel contact force on a slope is performed as the suppression control. The determination unit
When the lateral acceleration to the right side of the vehicle decreases when the right side of the vehicle is located on the lower side of the slope of the slope and the left side of the vehicle is located on the upper side of the slope of the slope, it is determined that the vehicle is in the right-slip state. And
When the lateral acceleration to the left side of the vehicle decreases when the left side of the vehicle is located on the lower side of the slope of the slope and the right side of the vehicle is located on the upper side of the slope of the slope, it is determined that the vehicle is in the left-slip state. The vehicle control device according to claim 7 .