JP2018094944A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of more effectively performing crosswind response control in a vehicle having left and right wheels. SOLUTION: A crosswind information acquisition means 81 for acquiring crosswind caution information indicating that the road section on which the vehicle is traveling is a crosswind caution section, a camber angle changing mechanism 84 for changing the camber angle of suspensions of left and right wheels of a vehicle, and a camber angle changing mechanism 84. When the crosswind caution information is acquired by the crosswind information acquisition means 81, the crosswind response control means 83 is provided by controlling the camber angle changing mechanism 84 to change the camber angles of the left and right wheels in the negative direction. [Selection diagram] Fig. 1

Description

  The present invention relates to an automatic driving device for a vehicle that automatically crosses when the vehicle is traveling in an automatic operation by receiving a crosswind while the vehicle is traveling.

Since a vehicle body rolls (rolls) and fluctuates when it receives a crosswind while the vehicle is running, various techniques for suppressing this have been developed.
For example, in Patent Document 1, if the vehicle (motorcycle) has a lateral displacement y due to an input other than steering or swinging, such as a lateral wind disturbance, the swing angle ξ is also set according to the lateral displacement y. A technique for controlling and improving the stability against an input such as a cross wind disturbance is disclosed.

  Further, in Patent Document 2, it is estimated that there is a section that receives a crosswind while traveling on a road ahead of the vehicle before the vehicle receives a crosswind, and before the vehicle enters the crosswind section, the vehicle A technique for improving the stability of a vehicle body against a crosswind by increasing the roll rigidity of the vehicle is disclosed.

JP 2004-338507 A JP 2007-106364 A

It is effective to improve the stability of the vehicle body against the cross wind before the vehicle receives the cross wind as in the technique of Patent Document 2.
In addition, since the technology of Patent Document 2 is related to a two-wheeled vehicle, crosswind control is also limited. However, in the case of a vehicle having left and right wheels such as a four-wheeled vehicle, there is room for development of various crosswind control, which is more effective for crosswind control. Control development is required.

  The present invention has been devised in view of such a problem, and an object of the present invention is to provide a vehicle control device that can more effectively perform crosswind control in a vehicle having left and right wheels.

  (1) In order to achieve the above object, a vehicle control apparatus according to the present invention includes a crosswind information acquisition unit that acquires crosswind attention information indicating that a road section on which the vehicle is traveling is a crosswind attention section; A camber angle changing mechanism that changes the camber angle of the suspension of the left and right wheels of the vehicle, and the camber angle changing mechanism that controls the camber angle changing mechanism when the side wind warning information is acquired by the side wind information acquisition means. These are characterized by comprising cross wind corresponding control means for performing the first control to change both to negative direction.

(2) It further includes a cross wind determining unit that determines that the vehicle has received a cross wind while the vehicle is running, and the cross wind corresponding control unit detects that the vehicle has received a cross wind by the cross wind determining unit. It is preferable to perform the second control for controlling the camber angle changing mechanism to change the camber angles of the left and right wheels in a negative direction larger than the first control.
(3) In this case, it is preferable that the cross wind corresponding control means performs the second control only for a predetermined period when the cross wind determining means detects that the vehicle has received cross wind.

  (4) Preferably, the vehicle has a road sign recognition system for recognizing a road sign displayed on a road on which the vehicle is traveling, and the cross wind information acquisition unit acquires the cross wind attention information from the road sign recognition system. . A road sign is also called a traffic sign, and a road sign recognition system is also called a traffic sign recognition system.

  (5) It is preferable that the cross wind determination unit determines whether the vehicle has received cross wind depending on whether a specific attitude change has occurred in the vehicle.

According to the present invention, when the cross wind attention information is acquired, the camber angles of the left and right wheels are all changed to the negative direction. The rolling of the vehicle with respect to the side wind can be suppressed. At the same time, the vehicle height also decreases, so that it is possible to suppress the rolling of the vehicle against the side wind.
In addition, if the crosswind control is started after the vehicle actually receives the crosswind, it is difficult to suppress the initial roll of the vehicle, but the crosswind control starts before the crosswind attention information is acquired. Therefore, even when the vehicle actually receives a crosswind, the roll of the vehicle can be suppressed from the beginning.

1 is an overall configuration diagram of a vehicle control device according to an embodiment of the present invention. It is a top view of the travel path explaining the cross wind corresponding control concerning one Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic rear view of a vehicle for explaining cross wind response control according to an embodiment of the present invention, where (a) shows a normal vehicle state before cross wind response control, and (b) is a first view of cross wind response control. The vehicle state which performed control is shown, (c) shows the vehicle state which performed 2nd control of crosswind response control. It is a flowchart explaining the cross wind corresponding | compatible control concerning one Embodiment of this invention.

  Hereinafter, an automatic driving apparatus for a vehicle according to an embodiment of the present invention will be described with reference to the drawings. Note that the vehicle control apparatus of the present embodiment is equipped as part of an automatic driving apparatus. In addition, the embodiment described below is merely an example, and there is no intention to exclude various modifications and technical applications that are not explicitly described in the following embodiment. Each configuration of the present embodiment can be implemented with various modifications without departing from the spirit thereof. Further, they can be selected as necessary, or can be appropriately combined.

[1. Configuration of automatic driving device)
As shown in FIG. 1, a vehicle (also referred to as “own vehicle”) includes an engine (internal combustion engine) 1 as a travel drive source, a brake device 2 as control target elements related to automatic driving by the automatic driving device 100. The steering device 3 is provided. As components of the automatic driving device 100, an engine ECU (engine control device) 10 that controls the engine 1, a brake ECU (brake control device) 20 that controls the brake device 2, and a steering ECU that controls the steering device 3 A (steering control device) 30 and an automatic driving ECU (automatic driving control device) 40 that controls the engine ECU 10, the brake ECU 20, and the steering ECU 30 to perform automatic driving are provided.

  The engine ECU 10 operates a throttle actuator (speed operation actuator) 12 that changes the opening degree of the throttle valve 11 of the engine 1 according to the required output amount, and controls the opening degree of the throttle valve 11 to adjust the output of the engine 1. To do. During non-automatic driving in accordance with the driver's driving operation, an operation amount of an accelerator pedal (not shown) is input to the engine ECU 10 as an output request amount. During automatic operation, the output request amount calculated from the automatic operation ECU 40 is the engine output amount. Input to the ECU 10.

  The brake ECU 20 controls a brake actuator (speed operation actuator) 22 that causes the master cylinder 21 to generate hydraulic pressure. In the master cylinder 21, during non-automatic operation, hydraulic pressure is generated according to the brake pedal operation by the driver. During automatic operation, even if there is no brake pedal operation by the driver, the brake is transmitted through the brake ECU 20 according to a command from the automatic operation ECU 40. The operation of the actuator 22 is controlled, and a hydraulic pressure corresponding to the necessary braking force calculated by the automatic operation ECU 40 is generated. The hydraulic pressure generated in the master cylinder 21 activates a braking device for each wheel to apply a braking force to the wheel (not shown).

  The steering ECU 30 controls a steering actuator 32 that turns or maintains the steered wheels by applying a steering torque to a steering force transmission system (for example, a steering shaft) 31. During non-automatic driving, the steered wheels are turned or maintained according to the steering operation applied to the steering wheel by the driver (usually, steering force assist by a power steering device is also added). The operation of the steering actuator 32 is controlled through the steering ECU 30 according to the command, and the steered wheels are turned or held according to the necessary steering operation calculated by the automatic operation ECU 40.

  When the automatic driving switch 41 is turned on and the automatic driving mode is set, the automatic driving ECU 40 causes the vehicle to travel by automatic driving by vehicle speed control or steering control even if there is no driving operation by the driver. In the automatic driving mode, when a road to the destination is selected, the road selected according to the navigation system travels by automatic driving within a range where automatic driving is possible.

  For the control related to this automatic driving, with regard to vehicle speed control, constant vehicle speed traveling control that maintains a set vehicle speed according to the vehicle speed defined according to the road on which the vehicle is traveling, the preceding vehicle within the set vehicle speed when there is a preceding vehicle A preceding vehicle tracking control for tracking the vehicle is prepared. With regard to steering control, lane keeping control that keeps a running lane (hereinafter also referred to as a driving lane) and adjacent lanes (hereinafter also referred to as adjacent lanes) during constant vehicle speed driving control and preceding vehicle tracking control. Lane change control to lane change is prepared. Further, overtaking control (also referred to as automatic overtaking control) implemented by combining lane change control and vehicle speed control, merging control, and the like are also prepared.

  In the automatic operation mode, if there is no preceding vehicle, lane keeping control and constant vehicle speed traveling control are performed, and if there is a preceding vehicle having a vehicle speed lower than the set vehicle speed in the constant vehicle speed traveling control, lane keeping control and preceding vehicle tracking control are performed. In the constant vehicle speed traveling control and the preceding vehicle tracking control, the vehicle basically travels in the same lane by the lane keeping control. If the passing condition is satisfied during the preceding vehicle tracking control, the passing control is performed.

  A surrounding information acquisition means 50 for acquiring the surrounding information of the own vehicle so that the automatic driving ECU 40 performs the above-described constant vehicle speed traveling control, preceding vehicle tracking control, lane keeping control, lane change control, overtaking control, merging control, etc. The travel information detecting means 60 for detecting the travel information of the own vehicle and the own vehicle position information detecting means 70 are equipped, and the travel information detected by the travel information detection means 60 and the travel information detection means 60. Information and the vehicle position information detected by the vehicle position information detection means 70 are input to the automatic driving ECU 40.

  Specifically, the surrounding information acquisition means 50 includes a camera 51, a radar 52, and the like. From the camera 51, a road white line (a line of another color such as a yellow line) that defines a traveling lane in which the host vehicle is traveling. Image information such as a preceding vehicle or a surrounding structure such as a guard rail, and the like, and image information such as a preceding vehicle or a surrounding structure such as a guard rail is input from the radar 52. . A lidar (LIDER: Laser Imaging Detection and Ranging) may be provided instead of or in addition to the radar.

  Based on the surrounding information from the camera 51, the radar 52, and the like, the automatic driving ECU 40 grasps the positions of the road white line, the preceding vehicle, and the surrounding structures with respect to the own vehicle at a predetermined cycle. Based on recognition of road white lines and recognition of surrounding structures, etc., grasp the position and shape of driving lanes and adjacent lanes based on the position of the vehicle, and determine the position of the vehicle based on recognition of the preceding vehicle, etc. The position and type (size and shape) of the preceding vehicle as a reference are grasped, and control related to automatic driving such as preceding vehicle tracking control, lane keeping control, lane change control, and overtaking control is performed. These functional elements of the automatic operation ECU 40 are a preceding vehicle tracking control unit 40a, a lane keep control unit 40b, a lane change control unit 40c, and an overtaking control unit 40d.

  The travel information of the host vehicle includes the vehicle speed V, acceleration AC, steering angle θh, yaw rate γ, and the like of the host vehicle. Specifically, the travel information detection means 60 includes a vehicle speed sensor 61 that detects the vehicle speed V, an acceleration. There are an acceleration sensor 62 that detects AC, a steering angle sensor 63 that detects the steering angle θh, a yaw rate sensor 64 that detects the yaw rate γ, and the like.

  In each of the control units 40a to 40d of the automatic operation ECU 40, the engine ECU 10 adjusts the output of the engine 1, the brake ECU 20 adjusts the braking force, and the steering ECU 30 steers the vehicle speed V, acceleration AC, steering angle θh, yaw rate γ, etc. Based on driving information.

  In the constant vehicle speed running control, which is one of the automatic driving controls, the output of the engine 1 is adjusted mainly by feedback control based on the vehicle speed V detected by the vehicle speed sensor 61, and in the preceding vehicle tracking control, the vehicle speed V and surrounding information are acquired. Mainly feedback control based on the distance between the vehicle and the preceding vehicle based on information from the means 50 is used to adjust the output of the engine 1 and the braking force by the brake ECU 20 by appropriately adding the acceleration AC thereto. In lane keep control and lane change control, feedback control based on the steering angle θh detected by the steering angle sensor 63 is used as a main component and steering is performed by the steering ECU 30 with an appropriate yaw rate γ added thereto. V speed control (engine output adjustment and braking force adjustment) and steering are performed mainly with feedback control based on V and steering angle θh.

In particular, in the lane keeping control, the direction in which the traveling lane extends with respect to the traveling direction of the host vehicle is calculated from the road white line information, and the target steering angle θht is set so that the host vehicle keeps traveling in the traveling lane. The steering actuator 32 is controlled by feedback control so that the actual steering angle θh detected by the steering angle sensor 63 becomes the target steering angle θht.
In this way, when the lane keeping control is performed based on the travel lane information, if the host vehicle receives a crosswind, the yaw motion is generated in the host vehicle due to the influence of the crosswind, and the travel direction of the host vehicle is the travel lane. Trying to change direction to deviate from.

  At this time, the traveling direction of the host vehicle is corrected by the lane keeping control. However, in order to more quickly correct the traveling direction of the host vehicle, the lane keeping control unit 40b uses the yaw rate γ detected by the yaw rate sensor 64 as a predetermined value. When the value exceeds the value, the target steering angle θht is corrected in a direction that suppresses the vehicle from turning by the yaw motion according to the direction of the yaw rate γ in the initial stage when the yaw motion is generated in the host vehicle. The correction amount of the target steering angle θht at this time is set according to the magnitude of the detected yaw rate γ.

  A known navigation system is applied to the own vehicle position information detecting means 70. For example, a radio wave transmitted from a GPS satellite is received by a GPS receiver, and the current position is detected based on the received radio wave information. The vehicle position is specified on map data 71 stored in advance in a memory (storage means) such as a CD, DVD, or HDD. Note that the map data 71 stored in the memory of the navigation system 70 is accompanied by various additional information including the information when the road section is a crosswind attention section described later in the road map information. It is also used for automatic driving by the automatic driving ECU 40.

[2. (Configuration related to crosswind control)
In the automatic driving ECU 40 of the automatic driving device, in addition to the functions related to the automatic driving control described above, a crosswind information acquisition unit that acquires crosswind attention information indicating that the road section on which the vehicle is traveling is a crosswind attention section (Crosswind information acquisition means) 81, a crosswind determination unit (crosswind determination means) 82 for determining that the vehicle has received a crosswind while traveling, and a camber for the left and right wheels as crosswind control when the crosswind attention information is acquired. And a crosswind control unit (crosswind control unit) 83 that controls the corners.

  For this reason, this vehicle is equipped with a camber angle adjustment mechanism 84 that can change the camber angle while traveling on the suspension of the left and right wheels on the front wheel side and the left and right wheels on the rear wheel side. The camber angle of the wheel can be adjusted in a variable amount to the negative camber side according to a control signal, or can be returned to a substantially neutral state. When the camber angle adjustment mechanism 84 changes the camber angle of the wheel to the negative camber side, the vehicle height is also reduced to the negative camber side by the height according to the change amount.

  The crosswind information acquisition unit 81 acquires crosswind attention information from any of road sign information (traffic sign information), road map information, and communication information. The crosswind attention information is information indicating that a certain road section is a crosswind attention section. For example, it is specified in advance that a specific road section where the crosswind is frequently applied topographically is a crosswind attention section. In addition, side wind warning information is issued each time, based on the detection information of the wind direction and the wind speed actually blown on the road, or based on the information on the wind direction and the wind speed blowing on the road from the weather information such as the atmospheric pressure arrangement. In some cases.

  The crosswind information acquisition unit 81 acquires information related to crosswind attention from the TSR system (Traffic Sign Recognition system, traffic sign recognition system or road sign recognition system) 81 when acquiring the information related to the crosswind attention by the road sign information. The TSR system 81 reads and recognizes road signs (traffic signs) such as speed limit, entry prohibition, temporary stop, overtaking prohibition, etc. while driving, and displays the information on the display in the car, warning sound, etc. To warn the driver and encourage the driver to drive safely.

  If a road section is designated as a crosswind warning section in advance, a “crosswind attention” mark is fixed on the side of the road that enters the road section. Is also included in the road signs to be read. In addition, the side wind warning information issued each time may be displayed on a display or the like with character information such as “Wide wind warning”, and the display in this case is also included in the road sign. In the TSR system, the display display such as “caution for cross wind” is also recognized as cross wind attention information. Thereby, the crosswind information acquisition unit 81 can acquire the crosswind attention information regardless of whether the road section being traveled is a crosswind attention section or a temporary crosswind attention section.

  The crosswind information acquisition unit 81 acquires the information related to the crosswind attention from the map data 71 stored in the navigation system 70 in the case of acquiring road map information. As described above, when it is designated in advance that a specific road section is a crosswind attention section, the road map information of the map data 71 includes information indicating that this is a steady crosswind attention section. It is attached as Therefore, the crosswind information acquisition unit 81 can acquire crosswind attention information indicating that the traveling road section is a steady crosswind attention section from the map data 71 and the position information of the host vehicle.

  The crosswind information acquisition unit 81 acquires the information related to the crosswind attention by using the road-to-vehicle communication system 82 or the like when acquiring the information from the communication information. According to the road-to-vehicle communication system 82, information including crosswind attention information is sequentially transmitted from the outside of the host vehicle by communication between the road and vehicle. This crosswind attention information includes not only temporary crosswind attention information issued each time but also a steady crosswind attention section. In the crosswind information acquisition unit 81, the road section being traveled is steady according to the communication information. The side wind attention information can be acquired both in the case of the cross wind attention section and in the case of the temporary cross wind attention section.

  Moreover, the crosswind determination part 82 determines whether the vehicle received the crosswind based on the specific attitude | position change of the vehicle at the time of receiving a crosswind. That is, when the vehicle receives a crosswind, a posture change (swing) such as rolling or yawing occurs in the vehicle. Such a posture change is also caused by steering, but when the vehicle receives a crosswind, rolling and yawing occur suddenly and are larger than those caused by steering. Therefore, as in the case of the lane keep control unit 40b, the cross wind determination unit 82 according to the present embodiment determines that the vehicle has received cross wind when the yaw rate γ detected by the yaw rate sensor 64 exceeds a predetermined value.

If a roll angle sensor that detects the roll angle of the vehicle is equipped and a roll angle change amount greater than or equal to a predetermined value is generated from the detected roll angle, a specific attitude change has occurred in the vehicle that has been subjected to the crosswind The cross wind determination unit 82 may be configured to determine that the host vehicle has received cross wind.
Alternatively, from both parameters of the yaw rate γ and the roll angle, the occurrence of a large yaw rate γ greater than or equal to a predetermined value and the occurrence of a large roll angle change greater than or equal to a predetermined value as an AND condition or an OR condition, It may be determined that has received a crosswind.

  In the crosswind control unit 83, when crosswind attention information is acquired by the crosswind information acquisition unit 81, the camber angle changing mechanism 84 is controlled to change the camber angles of the front and rear left and right wheels in the negative direction. When the crosswind determination unit 82 detects that the vehicle has received crosswind, the camber angle changing mechanism 84 is controlled so that the camber angles of the front and rear left and right wheels are larger than those in the first control. The second control for changing to the negative direction is performed.

  Here, an example of control by the crosswind control unit 83 will be described with reference to FIG. FIG. 2 is a plan view of a traveling path 90 on which the own vehicle 92 travels to explain cross wind response control. A plurality of the own vehicles 92 are described, and these are numerals added to the roadside position on the left side in the traveling direction of the traveling path 90. The state of the own vehicle 92 in each scene progressing in time series in the order of 1-4 is shown.

  During driving, when crosswind attention information indicating that the traveling road 90 is a crosswind attention section is acquired from any of road sign information, road map information, and communication information (scene 1), the first control is performed. In the first control, the camber angles of the front and rear left and right wheels as shown in FIG. 3 (a) are set to the negative direction in the negative direction as shown in FIG. 3 (b). Just change. By changing the camber angle in the negative direction, the vehicle height Hv of the vehicle also decreases from Hvs by a predetermined amount ΔHv1 (scene 2).

  When the crosswind determination unit 82 detects that the vehicle has undergone a crosswind during traveling while the first control is being performed (scene 3), the second control is performed. . In this second control, the camber angles of the front and rear left and right wheels are all changed in the negative direction by a second angle θ2 (> θ1) larger than the first angle θ1 as shown in FIG. To do. The vehicle height Hv of the vehicle also decreases by a predetermined amount ΔHv2 (> ΔHv1) larger than the predetermined amount ΔHv1 in the first control from Hvs (scene 4).

  Further, the cross wind corresponding control unit 93 performs the second control with priority over the first control. Further, when the crosswind determination unit 92 determines that the host vehicle has received crosswind, the second control is continuously performed for a predetermined period. This is because when a vehicle receives a crosswind, it does not always receive a constant crosswind, but receives a crosswind that changes in strength. Therefore, when the second control is performed only when it is determined that the host vehicle has received a crosswind during traveling, a case is assumed in which the second control is performed or canceled according to a change in the strength of the crosswind. In addition, since it is determined that the host vehicle has received the crosswind at an initial stage when the host vehicle receives the crosswind and the vehicle changes its behavior, the second control is started after the change in behavior of the vehicle is small. Therefore, once it is determined that the host vehicle has been subjected to crosswind, the second control is continued for a predetermined period of time to suppress a change in the behavior of the vehicle.

In particular, the crosswind control is performed together with the automatic driving of the vehicle. When the crosswind is received, the control is performed to suppress the behavior change when the vehicle receives the crosswind in the control of the automatic driving. Even if the vehicle is subjected to cross wind, the change in behavior of the cross wind may be small, and it may be estimated that the cross wind determining unit 92 determines that the vehicle is not receiving cross wind. Once it is determined that crosswind has been received, it is effective to continue the second control for a predetermined period.
The predetermined period may be set by time, or may be a period until the vehicle has completely traveled through a predetermined section such as a crosswind warning section.

[3. Action and effect)
Since the automatic driving device for a vehicle according to the present embodiment is configured as described above, the side wind corresponding to the case where the host vehicle receives a side wind as shown in the flowchart of FIG. 4 while driving the host vehicle automatically. Response control can be implemented. Note that the flowchart of FIG. 4 is executed at a predetermined control period while the key switch of the host vehicle is in the ON state. Note that F in FIG. 4 is a flag, and the flag F is set to 1 when the start condition of the second control is satisfied (that is, when the host vehicle receives a crosswind), and then 1 during the continuing of the second control. And the second control end condition (here, a predetermined time has elapsed since the host vehicle received a crosswind) is reset to zero.

First, it is determined whether or not the flag F is 1 (step S10). If the flag F is not 1, it is determined whether or not the host vehicle has received cross wind (step S20). If the host vehicle does not receive crosswind, it is determined whether or not crosswind attention information for the section in which the host vehicle is traveling has been acquired (step S30). When there is crosswind attention information, the crosswind information acquisition unit 81 acquires crosswind attention information from any of road sign information, road map information, and communication information.
If it is determined that the crosswind attention information has not been acquired, the current control cycle is terminated without performing the crosswind control.

  On the other hand, if it is determined in step S30 that crosswind attention information has been acquired, the first control of crosswind control is performed (step S40). In the first control, the camber angle changing mechanism 94 is controlled to change the camber angles of the front and rear left and right wheels in the negative direction by the first angle θ1. By changing the camber angle in the negative direction, the vehicle height Hv of the vehicle also decreases from Hvs by a predetermined amount ΔHv1.

  On the other hand, if it is determined in step S20 that the vehicle has received crosswind, the flag F is set to 1 (step S50), and the timer value tc is counted up (step S60). Then, the second control is performed (step S70). In the second control, the camber angle changing mechanism 94 is controlled to change the camber angles of the front and rear left and right wheels in the negative direction by a second angle θ2 (> θ1) larger than the first angle θ1. By changing the camber angle in the negative direction, the vehicle height Hv of the vehicle is also decreased from Hvs by a predetermined amount ΔHv2 (> ΔHv1) which is larger than the predetermined amount ΔHv1 in the first control.

Thus, when the flag F is set to 1, in the next control cycle, the process proceeds from step S10 to step S80 to determine whether or not the timer value tc is equal to or greater than the set value. If it is determined that the timer tc does not exceed the set value, the process proceeds to step S60, the timer value tc is counted up, and the process proceeds to step S70 to continue the second control.
If it is determined in step S80 that the timer value tc is equal to or greater than the set value, the flag F is reset to 0 (step S90), the timer value tc is reset to 0 (step S100), and the process proceeds again to step S20. Then, the above processing is performed.

  In this way, according to the present apparatus, when the cross wind attention information is acquired, the camber angles of the front and rear left and right wheels are all changed to the negative direction by the first control. The wheel is in a state in which the lateral struts are likely to be effective, and the rolling of the vehicle against the side wind can be suppressed. At the same time, the vehicle height also decreases, so that it is possible to suppress the rolling of the vehicle against the side wind.

  In addition, it is difficult to suppress the initial roll of the vehicle after the vehicle has actually received a crosswind, but it is difficult to suppress the initial roll of the vehicle. Therefore, even when the host vehicle actually receives a side wind, the rolling of the vehicle can be suppressed from the beginning.

  If it is determined that the host vehicle has actually received crosswind, the second control changes the camber angles of the front and rear left and right wheels in the negative direction by a larger angle than in the first control. The amount of decrease in the height is also increased, and the rolling of the vehicle against the side wind can be further suppressed.

  Further, if it is determined that the host vehicle has actually received a crosswind, the second control is performed for a predetermined period of time, so that a change in the behavior of the vehicle can be suppressed in advance.

  Furthermore, since the cross wind attention information is acquired from any of the road sign information, the road map information, and the communication information, this information can be reliably acquired in the section where the cross wind attention information is output. In particular, according to the road sign information, the TSR system 81 can acquire the crosswind attention information regardless of whether the running road section is a steady crosswind attention section or a temporary crosswind attention section. The crosswind control corresponding to the first control performed before receiving the crosswind can be surely performed.

  Further, since it is determined whether or not the host vehicle has been subjected to cross wind depending on whether or not a specific posture change has occurred in the host vehicle, it can be determined with certainty.

[4. Others]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and the above-described embodiments can be variously modified and applied without departing from the spirit of the present invention. .
For example, in the above embodiment, the engine is exemplified as the vehicle drive source. However, the vehicle drive source may be an electric motor or a combination (hybrid) of the engine and the electric motor. If the drive source is an electric motor, a mechanical adjustment mechanism such as the throttle actuator 12 is unnecessary.

  In the above-described embodiment, the vehicle control device of the present invention that performs crosswind control is applied to the automatic driving device. However, the vehicle control device of the present invention is not limited to a vehicle that includes an automatic driving device. The present invention can be applied to various vehicles such as a vehicle that travels by operation and a vehicle that travels mainly by a driver's operation and assists the vehicle with a driving support device.

  Further, in the above embodiment, the camber angles of the front and rear left and right wheel suspensions are all changed in the negative direction. However, the camber angle of each suspension is changed only for the left and right wheels (for example, only the front wheel). May be changed in the negative direction.

  In the above embodiment, the vehicle height is changed by changing the camber angles of the front and rear left and right wheel suspensions. In addition to the mechanism for changing the camber angle, the camber angle is not directly changed. Alternatively, a mechanism for adjusting the vehicle height may be provided, and the cross wind control may be performed by cooperating these mechanisms. In this case, for example, when the vehicle enters the side wind warning section, either the camber angle control for changing the camber angle in the negative direction or the vehicle height control for reducing the vehicle height is performed. You may comprise so that both control may be performed.

1 Engine as a driving source (internal combustion engine)
2 Brake device 3 Steering device 10 Engine ECU (engine control device)
12 Throttle actuator (speed control actuator)
20 Brake ECU (brake control device)
22 Brake actuator (speed control actuator)
30 Steering ECU (steering control device)
32 Steering actuator 40 Automatic operation ECU (Automatic operation control device)
40a Preceding vehicle tracking control unit 40b Lane keep control unit 40c Lane change control unit 40d Passing control unit 41 Automatic operation switch 50 Ambient information acquisition means 51 Camera 52 Radar 60 Travel information detection means 63 Steering angle sensor 64 Yaw rate sensor 70 Own vehicle position information Detection means (navigation system)
71 Map data 72 TSR system (Traffic Sign Recognition system)
73 Road-to-vehicle communication system 81 Crosswind information acquisition unit (crosswind information acquisition means)
82 Crosswind judgment unit (crosswind judgment means)
83 Crosswind control unit (crosswind control unit)
84 Camber angle adjustment mechanism 90 Traveling path 92 Own vehicle 100 Automatic driving device

Claims (5)

Crosswind information acquisition means for acquiring crosswind attention information that the road section on which the vehicle is traveling is a crosswind attention section;
A camber angle changing mechanism for changing the camber angle of the suspension of the left and right wheels of the vehicle;
When the cross wind attention information is acquired by the cross wind information acquisition unit, a cross wind corresponding control unit that performs a first control that controls the camber angle changing mechanism to change both the camber angles of the left and right wheels in a negative direction; A vehicle control device comprising: A crosswind determining means for determining that the vehicle has received a crosswind during traveling;
When the cross wind determining means detects that the vehicle has received cross wind, the cross wind corresponding control means controls the camber angle changing mechanism to control the camber angles of the left and right wheels from the first control. The vehicle control device according to claim 1, wherein the second control is performed such that the second control is changed to a larger negative direction. The said cross wind corresponding | compatible control means performs said 2nd control only for the predetermined period set beforehand, when it is detected by the said cross wind determination means that the said vehicle received the cross wind. Vehicle control device. A road sign recognition system for recognizing a road sign displayed on a road on which the vehicle is running;
The vehicle control device according to any one of claims 1 to 3, wherein the crosswind information acquisition unit acquires the crosswind attention information from the road sign recognition system. The said cross wind determination means determines whether the said vehicle received the cross wind depending on whether the specific attitude | position change arose in the said vehicle, The Claim 1 characterized by the above-mentioned. Vehicle control device.

Images