JP2017052299A - Vehicular control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the capability of riding over a step.SOLUTION: In coordination with a drive force ECU, a steering ECU and a collision avoidance support ECU, a brake ECU causes one of front wheels to abut to a vertical wall of a step existing forward of the vehicle by causing the vehicle to enter diagonally to the vertical wall of the step (S14). Then, the brake ECU transmits, to the steering ECU, a steering instruction for steering four wheels to the same direction up to a maximum steering angle (S15), and transmits a step riding-over instruction to the drive force ECU (S16).SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicular control apparatus that performs step climbing control for facilitating climbing over a step of a vehicle.

  Conventionally, as proposed in Patent Document 1, for example, a device that makes it easy for a vehicle to get over a step is known. When it is determined that the vehicle is going over a step, the device proposed in Patent Document 1 corrects the required torque set based on the accelerator operation amount in the direction of increasing, and corrects the corrected required torque. Output to the drive shaft and run.

JP 2012-2222859 A

  In the correction of the driving force of the conventional apparatus, it may not be possible to overcome a large step existing in off-road or the like. For example, as shown in FIG. 5, if the vehicle 1 is to be climbed over at a front angle with respect to the step A, the front wheels WFL and WFR will be able to get over the step A as shown in FIG. WRL and WRR may not be able to get over the step A.

  The force over the step A is due to the force that presses the tire against the vertical wall B of the step A, that is, the propulsive force that is generated outside the tire that is about to get over. When the vehicle 1 is directed frontward with respect to the step A, the left and right front wheels WFL, WFR must get over the step A at the same time. Accordingly, whether or not the left and right front wheels WFL and WFR can get over the step A depends on the propulsive force generated in the left and right rear wheels WRL and WRR. When the front wheels WFL and WFR get over the step A, the vehicle body faces obliquely upward, so that the ground load moves to the rear wheels WRL and WRR. Therefore, a large propulsive force can be generated at the rear wheels WRL and WRR, and the front wheels WFL and WFR can get over the step A.

  However, after that, when trying to get over the step A with respect to the rear wheels WRL and WRR, as shown in FIG. 6, the front wheels WFL, WFR can not generate a big driving force. For this reason, the rear wheels WRL and WRR may not be able to get over the step A.

  To solve this problem, if the vehicle is entered obliquely with respect to the step, that is, if the vehicle is entered so as not to be perpendicular to the vertical wall of the step in plan view, the front and rear wheels are moved one by one with respect to the step. You can get over and try. Therefore, it is possible to try to get over one wheel at a time using the propulsive force of the three wheels other than the wheel to be overtaken. In this case, if the three wheels are oriented in a direction perpendicular to the wall surface of the step as much as possible, a large overcoming force can be generated, but in a front-wheel steered vehicle, even if the front wheels can be steered, the rear wheels Cannot be steered. Even in the case of a four-wheel steered vehicle (4WS), when traveling at low speed, the front wheels and the rear wheels are generally steered in opposite directions to reduce the turning radius. It cannot be directed in a direction perpendicular to the vertical wall surface of the step. For this reason, it is not possible to effectively use the driving force of the three-wheel tire to get over the step.

  For this reason, the conventional apparatus has room for improvement in the step-over capability.

  The present invention has been made to solve the above-described problems, and an object thereof is to improve the step-over capability.

In order to achieve the above object, the features of the present invention are:
In a vehicle control device applied to a vehicle capable of turning and driving front wheels and rear wheels,
Step climbing control means (10, 20, 30, 40) for executing step climbing control for facilitating the step over of the vehicle;
An operating device (34) for a driver to instruct the execution of the step-over control;
The step overcoming control means is
When the operation unit is instructed to execute step-over control, the vehicle reaches the step at an approach angle in which the front-rear direction of the vehicle is oblique in plan view with respect to the vertical wall of the step. First control means (10, 20, S14, 30, 40) for moving
The steering angle of the left and right front and rear wheels is controlled so that the direction of the left and right front and rear wheels with respect to the vertical wall is closer to the right angle than the approach angle in a state where one of the left and right front wheels is in contact with the vertical wall. 2 control means (20, S15, 30);
And third control means (10, 20, S16) for driving the left and right front and rear wheels to start a step over the step while the steering angles of the left and right front and rear wheels are controlled.

  The present invention is applied to a vehicle that can steer and drive front wheels and rear wheels. The vehicle control apparatus of the present invention includes step difference control means and an operating device. When the driver uses the operating device to instruct execution of step climbing control, the step jumping control means executes step jumping control. The step climbing control means includes first control means, second control means, and third control means as means for executing step jump control.

  The first control means, when instructed to execute the step-over control by the operating device, the vehicle is stepped at an approach angle in which the front-rear direction of the vehicle is oblique in plane view (not perpendicular) with respect to the vertical wall of the step. Move the vehicle to reach it. Thereby, the right and left one wheel of a front wheel hits the vertical wall of a level | step difference.

  The second control means is configured such that the direction of the left and right front and rear wheels with respect to the vertical wall is closer to a right angle than the vehicle entry angle (vehicle entry angle in plan view) in a state where the left and right wheels of the front wheel are in contact with the vertical wall. The steering angles of the left and right front and rear wheels are controlled so that

  The third control means drives the left and right front and rear wheels in a state where the steering angle of the right front and rear wheels is controlled, and starts a step over climbing step. Therefore, first, a trial to climb over the step difference between the left and right front wheels is performed. In this case, the force that the left and right wheels of the front wheels get over the step is generated by the propulsive force of the other three wheels. Moreover, since the direction of the left and right front and rear wheels relative to the vertical wall is controlled to be an angle closer to a right angle than the vehicle approach angle, each wheel can efficiently generate a propulsive force for overcoming a step. Can do.

  When the two front wheels sequentially climb over the step, the left and right wheels of the rear wheel come into contact with the vertical wall of the step and a step over the step is performed. In this case, since a large ground load is applied to the left and right other wheels of the rear wheel, the rear wheel is effectively utilized by the propulsive force of the three wheels combined with the front wheel, particularly by effectively using the propulsive force of the left and right other wheels of the rear wheel. Can be stepped over the left and right wheels. When the three wheels get over the step, the inclination of the vehicle body becomes smaller and the ground contact load of the front wheels increases. Therefore, it is possible to make use of the propulsive force of the three wheels that have climbed over the step and to get over the step with respect to the remaining one wheel.

  As a result, according to the present invention, the ability to get over the step can be improved.

  In the above description, in order to assist the understanding of the invention, the reference numerals used in the embodiments are attached to the constituent elements of the invention corresponding to the embodiments in parentheses. It is not limited to the embodiment defined by.

It is a schematic block diagram of the vehicle control apparatus which concerns on this embodiment. It is a flowchart showing a step overstep control routine. It is a top view showing the approach angle of vehicles with respect to a level difference, and the steering angle of four wheels. It is a side view showing the state where a front wheel got over a level difference. As a comparative example, it is a top view showing the state which the vehicle approached from the front with respect to the level | step difference. As a comparative example, it is a side view showing a state in which a vehicle enters from a front side with respect to a step and a front wheel has overcome the step.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The vehicle control device of the present embodiment is applied to a four-wheel drive and four-wheel steering vehicle. FIG. 1 is a schematic system configuration diagram of the vehicle control device of the present embodiment.

  The vehicle control device includes a driving force ECU 10, a brake ECU 20, a steering ECU 30, and a collision avoidance assistance ECU 40. Each ECU 10, 20, 30, 40 includes a microcomputer as a main part. The ECUs 10, 20, 30, and 40 are connected to each other via a CAN (Controller Area Network) so as to be able to transmit and receive each other. In the present specification, the microcomputer includes a CPU, a storage device such as a ROM and a RAM, and the CPU realizes various functions by executing instructions (programs) stored in the ROM. . ECU is an abbreviation for Electric Control Unit.

  The driving force ECU 10 is connected to an accelerator sensor 11 that detects an accelerator operation amount (accelerator pedal stroke or the like), calculates a driver request torque having a magnitude corresponding to the accelerator operation amount, and controls the operation of the engine actuator 12 to control the driver. The required torque is generated by the engine 13. In this case, the driving force ECU 10 inputs detection signals output from various engine control sensors (not shown), and performs fuel injection control, ignition control, intake air amount control, and the like based on the detection signals. . The output torque of the engine 13 is transmitted to the left front wheel WFL, the right front wheel WFR, the left rear wheel WRL, and the right rear wheel WRR via a driving force transmission mechanism (not shown).

  Hereinafter, the left front wheel WFL and the right front wheel WFR are referred to as front wheels WF, and the left rear wheel WRL and the right rear wheel WRR are referred to as rear wheels WR. Further, when it is not necessary to specify the mounting positions of these wheels, they are simply referred to as wheels W. In addition, when all the left and right front and rear wheels are meant, they are referred to as four wheels W.

  The brake ECU 20 is connected to the brake actuator 21. The brake actuator 21 is provided in a hydraulic circuit between a master cylinder (not shown) that pressurizes hydraulic oil by the depression force of the brake pedal and a friction brake mechanism 22 provided on the four wheels W. The friction brake mechanism 22 includes a brake disc 22a fixed to the wheel W and a brake caliper 22b fixed to the vehicle body, and a wheel cylinder built in the brake caliper 22b by hydraulic pressure of hydraulic oil supplied from the brake actuator 21. By operating the brake pad, the brake pad is pressed against the brake disc 22a to generate a hydraulic braking force.

  The brake actuator 21 is a known actuator that independently adjusts the hydraulic pressure supplied to the wheel cylinder built in the brake caliper 22b. For example, the brake actuator 21 provides a control hydraulic pressure that can be controlled independently of the brake pedal depression force in addition to a pedal hydraulic circuit that supplies hydraulic pressure to the wheel cylinder from a master cylinder that pressurizes hydraulic oil by the depression force of the brake pedal. Is equipped with a control hydraulic circuit that is supplied independently. The control hydraulic circuit has a booster pump and an accumulator to generate a high-pressure hydraulic pressure, adjusts the hydraulic pressure output from the power hydraulic pressure generator, and supplies the hydraulic pressure controlled to the target hydraulic pressure for each wheel cylinder. And a hydraulic pressure sensor for detecting the hydraulic pressure of each wheel cylinder (the elements constituting the brake actuator 21 are not shown).

  By providing such a configuration, the brake actuator 21 can independently control the braking force of the four wheels W. The four wheels W are suspended independently by suspensions (not shown).

  The brake ECU 20 is connected to a wheel speed sensor 23 that detects the wheel speed of each wheel W. The wheel speed sensor 23 outputs a detection signal representing the rotational speed ω (referred to as the wheel speed ω) of the wheel W on which the wheel speed sensor 23 is provided. The brake ECU 20 calculates a vehicle speed V (body speed) based on the wheel speed ω detected by each wheel speed sensor 23 and provides vehicle speed information to each ECU in the vehicle via the CAN. The slip rate of each wheel W is calculated from the wheel speed ω of each wheel W, and the locked state and the accelerated slip state (idling state) of each wheel W are detected based on this slip rate.

  When the brake ECU 20 detects the locked state during braking of the wheel W, the brake ECU 20 controls the operation of the brake actuator 21 using the wheel W in which the locked state is detected as a control target wheel, and performs anti-lock control (referred to as ABS). To weaken the braking force. When the brake ECU 20 detects an acceleration slip when driving the wheel W, the brake ECU 20 controls the operation of the brake actuator 21 and performs traction control (referred to as TRC) to suppress the acceleration slip. Note that TRC is a control that applies a braking force to the wheels W to reduce the propulsive force, and therefore is not effective at the time of stack exit that requires a large propulsive force. Therefore, the brake ECU performs the TRC control mode, the normal TRC mode for performing TRC on the front wheel WF and the rear wheel WR, the TRC for the front wheel WF, and the TRC for the rear wheel WR. The front wheel TRC mode is not switchable, and the rear wheel TRC mode is switched to the rear wheel WR and TRC is not performed to the front wheel WF.

  The brake ECU 20 is connected to an acceleration sensor 24 that detects acceleration in the vehicle longitudinal direction. By detecting the vehicle longitudinal component of the gravitational acceleration G using the acceleration sensor 24, it can be determined that the vehicle body is tilted in the longitudinal direction, and the vehicle longitudinal component of the gravitational acceleration G is From the change, it can be determined that the leaning state of the vehicle body in the front-rear direction is changing. The brake ECU 20 detects a change in the vehicle longitudinal direction component of the gravitational acceleration G, and when executing step overpass control described later, the front wheel WF is over the step and the rear wheel WR is stepped. Determine that you are in the process of getting over.

  The steering ECU 30 is connected to a front wheel steering motor driver 31F and a rear wheel steering motor driver 31R. The front wheel steering motor driver 31F is connected to the front wheel steering motor 32F, and the rear wheel steering motor driver 31R is connected to the rear wheel steering motor 32R. The front wheel steering motor 32F is incorporated in a front steering mechanism (not shown) that steers the left and right front wheels WF, and the rotor is rotated by the electric power supplied from the front wheel steering motor driver 31F. Steer left and right front wheels WF. The rear wheel steering motor 32R is incorporated in a rear steering mechanism (not shown) that steers the left and right rear wheels WR, and the rotor is rotated by the electric power supplied from the rear wheel steering motor driver 31R. To steer the left and right rear wheels WR.

  The steering ECU 30 is connected to a steering amount detection sensor 33 (for example, a steering torque sensor or a steering angle sensor), and independently controls the steering angles of the left and right front wheels WF and the left and right rear wheels WR according to the detected steering amount. Control. The front wheel WF is steered in the steering direction of the driver, but the rear wheel WR is steered in the opposite direction to the front wheel WF in the low speed range, and is steered in the same direction as the front wheel WF in the high speed range. The However, at the time of execution of step-over control described later, the turning angle of the four wheels W is automatically controlled according to the step-over control routine regardless of the driver's steering operation.

  The steering ECU 30 is connected to a step climbing mode switch 34. The step-over mode switch 34 is an operation switch that is selectively operated by the driver. When the step climbing mode switch 34 is turned on, the operation signal is transmitted to the brake ECU 20 via the steering ECU 30. In response to this operation signal, the brake ECU 20 sets the control mode to the step climbing control mode and starts step jumping control. Therefore, when the driver determines that it is difficult to get over the level difference by driving himself / herself in a situation where the vehicle has to go over a large level difference due to off-road or the like, by turning on this level change mode switch 34 , You can get assistance over steps.

  The collision avoidance assist ECU 40 detects an obstacle existing in front of the host vehicle, and transmits a brake command to the brake ECU 20 to activate the automatic brake when there is a high possibility that the host vehicle collides with the obstacle. It is a control device. The collision avoidance assistance ECU 40 is connected to the front sensor 41. The front sensor 41 detects an obstacle present in front of the vehicle, and includes, for example, a radar sensor or a stereo camera.

  The collision avoidance assistance ECU 40 is likely to collide with the obstacle based on the distance between the obstacle and the own vehicle detected by the front sensor 41 and the relative speed between the own vehicle and the obstacle. In addition, a brake command is transmitted to the brake ECU 20 to generate a braking force on the four wheels W, thereby assisting the driver so that the host vehicle can avoid colliding with an obstacle. Further, since the front sensor 41 can detect the shape of the obstacle, it is used for detecting the shape of the step, in particular, the position of the vertical wall of the step, in step climbing control described later.

  Next, step climbing control will be described. FIG. 2 shows a step overriding control routine executed by the brake ECU 20. The step climbing control routine is repeatedly executed at a predetermined calculation cycle during a period in which the ignition switch is on.

  In step S11, the brake ECU 20 determines whether or not the vehicle is stopped based on the detection value of the wheel speed sensor 23. If the vehicle is not stopped, the brake ECU 20 sets the TRC control mode to the normal TRC in step S12. Set to mode and end this routine once. When it is determined that the vehicle is stopped (S11: Yes), the brake ECU 20 determines whether or not the step climbing mode switch 34 is turned on in step S13, and the step climbing mode switch 34 is not turned on. If so, the process proceeds to step S12. The brake ECU 20 repeatedly performs such processing.

  When there is a large step in front of the vehicle and the driver wants to get over the step, the driver stops the vehicle before the step and turns on the step-over mode switch 34. Thereby, brake ECU20 determines with "Yes" in step S13, and advances the process to step S14.

  In step S14, the brake ECU 20 is configured such that the front-rear direction of the vehicle 1 is flat with respect to the vertical wall B of the step A existing in front of the vehicle 1 with respect to the driving force ECU 10 and the steering ECU 30 as shown in FIG. A command is transmitted so that the vehicle 1 reaches the step A at an approach angle θ that is a predetermined angle (not a right angle). The predetermined angle in the present embodiment is a state in which the front wheel WF and the rear wheel WR are steered in the same direction at the maximum steering angle, and the front wheel WF and the rear wheel WR are in a plan view on the vertical wall B of the step A. This is the approach angle of the vehicle when it becomes a right angle. That is, the approach angle θ is (90 degrees−maximum steering angle of front and rear wheels). The driving force ECU 10 starts driving the four wheels W at a predetermined very low speed in accordance with a command from the brake ECU 20.

  In synchronism with the driving of the four wheels W, the steering ECU 30 determines whether the front wheels WF have left and right positions based on the position information of the vertical wall B of the step A detected by the front sensor 41 of the collision avoidance assistance ECU 40 in plan view. On the other hand, the turning angle of the four wheels W is controlled so that the vehicle approach angle θ with respect to the vertical wall A becomes a predetermined angle at the vehicle position when the wheel contacts the vertical wall B.

  The brake ECU 20 determines that the vehicle 1 reaches a position where the left and right wheels of the front wheel WF are in contact with the vertical wall B based on the relative position information of the front wheel WF and the vertical wall B detected by the front sensor 41 of the collision avoidance assistance ECU 40. When the arrival is detected, the brake actuator 21 is controlled to apply a braking force to the four wheels W, and a stop command is transmitted to the driving force ECU 10. The driving force ECU 10 stops driving the four wheels W according to the stop command. Thus, the vehicle 1 moves to a position where one of the left and right wheels of the front wheel WF contacts the vertical wall B of the step A and stops.

  During execution of the step-over control routine, the driving force ECU 10 and the steering ECU 30 transmit an execution report to the brake ECU 20 each time a predetermined control process is performed in accordance with a command transmitted from the brake ECU 20.

  Subsequently, in step S15, the brake ECU 20 transmits a steering command for turning the four wheels W in the same direction at the maximum steering angle to the steering ECU 30. The steering ECU steers the front wheel WF and the rear wheel WR in the same direction to the maximum steering angle in accordance with the steering command. As a result, the four wheels W are directed in a direction perpendicular to the vertical wall B of the step A in plan view. In the present embodiment, the maximum steering angle of the front wheel WF is the same value as the maximum steering angle of the rear wheel WR, but may be different. In that case, based on the maximum steering angle of the front wheels WF, the maximum steering angle of the rear wheels WR, the average value of the maximum steering angles of the four wheels W, or the like, in step S14, and in step S15 What is necessary is just to set the maximum rudder angle.

  Subsequently, the brake ECU 20 transmits a step overstep command to the driving force ECU 10 in step S16. When the driving force ECU 10 receives this step overstep command, the driving force ECU 10 drives the four wheels W with a predetermined driving force.

  Subsequently, in step S17, the brake ECU 20 determines the slip ratio of the rear wheel WR calculated from the vehicle longitudinal direction component of the gravitational acceleration G detected by the acceleration sensor 24 and the wheel speed detected by the wheel speed sensor 23. Based on this, it is determined whether or not the front wheel WF is going over the step A. In this case, the brake ECU 20 causes the slip ratio of the rear wheel WR to be equal to or less than the reference value, and the vehicle longitudinal component of the gravitational acceleration G is directed backward (that is, the direction detected when the vehicle is accelerating). When it gradually increases, it is determined that the front wheel WF is in the process of overcoming the step A.

  If the brake ECU 20 determines that the front wheel WF is in the process of overcoming the step A (S17: Yes), the TRC control mode is set to the front wheel TRC mode in step S18. That is, TRC is permitted for the front wheel WF and TRC is prohibited for the rear wheel WR. Accordingly, it is possible to apply a large overcoming force to the front wheel WF without reducing the propulsive force of the rear wheel WR.

  On the other hand, when it is determined that the front wheel WF is not in the middle of overcoming the step A (S17: No), the brake ECU 20 determines in step S19 the vehicle longitudinal component of the gravitational acceleration G detected by the acceleration sensor 24, and Based on the slip ratio of the front wheel WF calculated from the wheel speed detected by the wheel speed sensor 23, it is determined whether or not the rear wheel WR is over the step A. In this case, the brake ECU 20 determines the rear wheel WR when the slip ratio of the front wheel WF is equal to or less than the reference value and the vehicle longitudinal component of the gravitational acceleration G is gradually decreasing (approaching zero). Is determined to be in the process of overcoming the step A.

  If the brake ECU 20 determines that the rear wheel WR is going over the step A (S19: Yes), in step S20, the brake ECU 20 sets the TRC control mode to the rear wheel TRC mode. That is, TRC is permitted for the rear wheel WR and TRC is prohibited for the front wheel WF. Accordingly, it is possible to apply a large overcoming force to the rear wheel WR without reducing the propulsive force of the front wheel WF.

  If the brake ECU 20 determines that the rear wheel WR is not in the process of overcoming the step A (S19: No), the TRC control mode is set to the normal TRC mode in step S21. Therefore, the slip of the four wheels W is suppressed.

  When the brake ECU 20 sets the TRC control mode in any one of step S18, step S20, and step S21, in step S22, the step over the step A of the front wheel WF and the step A over the rear wheel WR are one. It is determined whether or not it has been completed once. If the brake ECU 20 determines “No” in step S22, the brake ECU 20 returns the process to step S17 and repeats the above-described process.

  The brake ECU 20 repeatedly performs the processing of steps S17 to S22 at a predetermined calculation cycle, and detects that the step over the step A of the front wheel WF and the step A over the rear wheel WR are completed once. (S22: Yes), in step S22, a get over end command is transmitted to the driving force ECU 10, and this routine is finished. In this case, it is preferable that the brake ECU 20 transmits a ride over end command to the driving force ECU 10 after a predetermined time elapses after it is detected that the ride over the step A of the rear wheel WR is completed. The driving force ECU 10 ends the driving of the four wheels W when receiving the overcoming end command.

  According to the vehicle control apparatus of the present embodiment described above, when the driver stops the vehicle 1 before the level difference A and turns on the level change mode switch 34, as shown in FIG. The vehicle automatically travels to a step A at an approach angle θ that is inclined with respect to the vertical wall B of A, and stops at a position where one of the left and right wheels of the front wheel WF (the left front wheel WFL in the example of FIG. (S14). Then, after the four wheels W are directed in a direction perpendicular to the vertical wall B of the step A, they are driven (S15, S16). As a result, a trial to get over the step A of the one-side front wheel WFL is performed first.

  In this case, the force with which the front wheel WFL on one side crosses the step A is generated by the force with which the tire of the front wheel WFL presses the vertical wall B of the step A, that is, the propulsive force of the other three wheels WFR, WRL, WRR. The steering angle of the four wheels W is controlled so as to be oriented in a direction perpendicular to the vertical wall B of the step A. For this reason, in the three wheels WFR, WRL, and WRR, it is possible to efficiently generate a propulsive force with respect to overcoming the step A of the one-side front wheel WFL.

  Further, when the front wheel WF gets over the step A, the TRC control mode is set to the front wheel TRC mode, so that only the front wheel WF is prevented from slipping. For this reason, a large driving force (propulsive force) can be generated at the left and right rear wheels WR, and a large overcoming force can be applied to the front wheels WF, respectively.

  When the front wheels WFL and WFR sequentially climb over the step, the one-side rear wheel WRL comes into contact with the vertical wall B of the step A and a step over the step A is performed as shown in FIG. In this case, since a large ground load is acting on the rear wheel WR, in particular, the propulsive force of the other rear wheel WRR is used effectively, and the three wheels WFL, WFR, WRR combined with the front wheels WFL, WFR are used. By the propulsive force, the step A can be overcome with respect to the one-side rear wheel WRL. When the three wheels WFL, WFR, WRL get over the step A, the inclination of the vehicle body becomes small, and the ground load on the left and right front wheels WFL, WFR increases. Therefore, the step A can be overcome over the remaining one wheel WRR by effectively using the propulsive force of the three wheels WFL, WFR, WRL over the step.

  Further, when the rear wheel WR gets over the step, the TRC control mode is set to the rear wheel TRC mode, so that the slip is suppressed only for the rear wheel WR. For this reason, a large driving force (propulsive force) can be generated at the left and right front wheels WF, and a large climbing force can be applied to each of the rear wheels WR.

  As a result, according to the present embodiment, the step-over capability can be improved.

  The vehicle control apparatus according to this embodiment has been described above. However, the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the object of the present invention.

  For example, in the present embodiment, the steering angle is controlled so that the four wheels W are oriented in a direction perpendicular to the vertical wall B of the step A. However, the steering angle does not necessarily have to be directed in the direction perpendicular to the vehicle. Any configuration may be used as long as the steering angle of the four wheels W is controlled so as to be directed in a direction that is closer to a right angle than the angle θ.

  Moreover, in this embodiment, although the vehicle is approached from the left diagonal direction with respect to the level | step difference A, you may make a vehicle approach from the right diagonal direction.

  In this embodiment, the control mode of the TRC is switched while the front wheel WF and the rear wheel WR are over. However, it is not always necessary to do so, and the normal TRC mode may be used.

  Moreover, in this embodiment, although applied to the vehicle of the type which drives the four-wheel W with the engine 13, for example, the electric vehicle which drives the four-wheel W with a motor, a motor, and an engine are used together, and four-wheel W is used. It can be applied to various vehicles such as a hybrid vehicle that drives the vehicle.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 10 ... Driving force ECU, 13 ... Engine, 20 ... Brake ECU, 21 ... Brake actuator, 22 ... Friction brake mechanism, 23 ... Wheel speed sensor, 24 ... Acceleration sensor, 30 ... Steering ECU, 32F ... Front wheel rotation Steering motor, 32R ... Rear wheel steering motor, 34 ... Step overpass mode switch, 40 ... Collision avoidance assist ECU, 41 ... Front sensor, A ... Step, B ... Vertical wall, WFL, WFR ... Front wheel, WRL, WRR ... Rear wheel, θ ... Entry angle.

Claims (1)

In a vehicle control device applied to a vehicle capable of turning and driving front wheels and rear wheels,
Step climbing control means for performing step climbing control for facilitating climbing over a vehicle step,
An operating device for a driver to instruct the execution of the step-over control;
The step overcoming control means is
When the operation unit is instructed to execute step-over control, the vehicle reaches the step at an approach angle in which the front-rear direction of the vehicle is oblique in plan view with respect to the vertical wall of the step. First control means for moving
The steering angle of the left and right front and rear wheels is controlled so that the direction of the left and right front and rear wheels with respect to the vertical wall is closer to the right angle than the approach angle in a state where the left and right one wheels of the front wheels are in contact with the vertical wall. A second control means;
A vehicle control device comprising: third control means for driving the left and right front and rear wheels to start a step over the step while the steering angles of the left and right front and rear wheels are controlled.

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