JP2016175514A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the effect of a pitch or heave control while restricting consumption energy resulting from control.SOLUTION: A vehicle control section 20 exerts control so as to restrict a degree of change in heave or a degree of change in pitch. The product of the elastic coefficient kof the suspension of a front wheel of a vehicle and a tangent at an angle θbetween the rotation center of the suspension of a rear wheel of the vehicle and the ground point of the rear wheel corresponds to the product of the elastic coefficient kof the suspension of the rear wheel of the vehicle and a tangent at an angle θbetween the rotation center of the suspension of the front wheel of the vehicle and the ground point of the front wheel. In addition, the product of the attenuation coefficient cof the suspension of the front wheel of the vehicle and a tangent at an angle θcorresponds to the product of the attenuation coefficient cof the suspension of the rear wheel of the vehicle and a tangent at an angle θ.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a vehicle, and more particularly to a vehicle including a vehicle control unit.

  Conventionally, there is a braking / driving force control device that suppresses pitch behavior and appropriately suppresses vertical vibration by controlling braking / driving force (Patent Document 1).

  Further, there is a method of adjusting the rotation center angle of the suspension so as to obtain a good ride comfort by suppressing changes in the vehicle posture during acceleration or the like (Patent Document 2).

JP 2012-30760 A Japanese Patent Laid-Open No. 10-44737

  However, the technique of Patent Document 1 has a problem that the control energy consumption is large because both the pitch control and the heave control are achieved only by the control means, and the vehicle mechanism and the structure are not considered. In addition, there is a problem that the control effect is limited due to restrictions on the vehicle mechanism and structure.

  Moreover, in the technique of Patent Document 2, since only static moment balance is considered, there is a problem that vibration cannot be completely eliminated due to the influence of a dynamic spring and a damper.

  The present invention has been made to solve the above-described problems, and an object thereof is to enhance the effect of pitch or heave control while suppressing energy consumption associated with control.

In order to achieve the above object, a vehicle according to a first aspect of the present invention includes a vehicle control unit that controls so as to suppress a change amount related to a heave or a change amount related to a pitch, and a suspension of a front wheel of the vehicle. and the elastic coefficient k _f of the product of the tangent of the angle theta _r and the ground point of the rear wheel with the center of rotation of the suspension of the rear wheels of the vehicle, the elastic coefficient k _r of the suspension of the rear wheel of the vehicle, It corresponds to the product of the tangent of the angle theta _f and the ground point of the rotation center and the front wheel of the front wheel suspension of the vehicle, and the damping coefficient c _f of the front wheel suspension of the vehicle and tangent of the angle theta _r product of a vehicle corresponding to the product of the theta _r tangent of the damping coefficient c _r and the angle of the suspension of the rear wheel of the vehicle.

According to the first invention, the vehicle control unit controls so as to suppress a variation on the change amount or pitch related heave, and the elastic coefficient k _f of the front wheel suspension of the vehicle, the rotation of the suspension of the rear wheels of the vehicle the product of the tangent of the angle theta _r and the ground point and the center of the rear wheels, the elastic modulus of the suspension of the rear wheels of the vehicle k _r and the angle theta _f and the ground point of the rotation center and the front wheel of a front wheel suspension of a vehicle It corresponds to the product of the tangent, and the product of the front wheel suspension tangent of the damping coefficient c _f and the angle theta _r of the vehicle, and theta _r tangent of the damping coefficient c _r and the angle of the suspension of the rear wheels of the vehicle It is comprised so that it may correspond to the product of.

Thus, according to the first aspect, the product of the elastic coefficient k _f of the suspension of the front wheel of the vehicle and the tangent of the angle θ _{r is} the tangent of the elastic coefficient k _r of the suspension of the vehicle rear wheel and the angle θ _f . corresponds to the product of the, and the product of the product of the front wheel suspension tangent of the damping coefficient c _f and the angle theta _r of the vehicle, the suspension tangent of the damping coefficient c _r and the angle theta _r of the rear wheels of the vehicle By controlling so as to suppress the amount of change related to heave or the amount of change related to pitch, the effect of pitch or heave control can be enhanced while suppressing the energy consumption associated with the control.

Further, in the first invention, the product of the elastic modulus k _f of the front wheel suspension and tangent of the angle theta _r of the vehicle, the angle theta _f tangent of the elastic coefficient k _r of the suspension of the rear wheel of the vehicle It matches the product of, and the product of the damping coefficient c _f of the front wheel suspension and tangent of the angle theta _r of the vehicle, and the damping coefficient c _r of the suspension of the rear wheel of the vehicle of the angle theta _r You may comprise so that it may correspond to the product with a tangent.

  In the first invention, the vehicle control unit may control the amount of change related to the heave or the amount of change related to the pitch by controlling the driving force of the front wheel or the rear wheel of the vehicle. Good.

As described above, according to the vehicle of the present invention, the product of the elastic coefficient k _f of the suspension of the front wheel of the vehicle and the tangent of the angle θ _r is the elastic coefficient k _r of the suspension of the rear wheel of the vehicle and the angle θ _f. corresponds to the product of the tangent, and the product of the front wheel suspension tangent of the damping coefficient c _f and the angle theta _r of the vehicle, the tangent of the suspension damping coefficient c _r and the angle theta _r of the rear wheels of the vehicle By controlling to suppress the change amount related to the heave or the change amount related to the pitch, it is possible to increase the effect of the pitch or heave control while suppressing the energy consumption accompanying the control. it can.

It is a figure which shows an example of a half car model. It is a figure which shows an example which shows that heave acceleration is small. It is a figure which shows an example which shows that pitch acceleration becomes small. It is a figure which shows an example of the block diagram about basic pitch control. It is a figure which shows an example of the block diagram about basic heave control. 1 is a block diagram showing a functional configuration of a vehicle according to a first embodiment of the present invention. It is a flowchart figure of the motor control process of the vehicle which concerns on the 1st Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

<Principle of vehicle according to this embodiment>
First, the principle of the vehicle according to the present embodiment will be described. First, the equation of motion of the vehicle according to the present embodiment will be described. In the half car model of a single vehicle when traveling straight as shown in FIG. 1, the following equation of motion (1) is established.

Here, theta _b is a vehicle pitch angle [rad], a relationship of the following equation (2).

  Also,

Is the vehicle pitch angular velocity [rad / s]

Is vehicle pitch angular acceleration [rad / s ² ].

θ _f represents the angle between the rotation center of the suspension of the front wheels of the vehicle and the ground contact point of the front wheels. Θ _r represents the angle between the rotation center of the rear wheel suspension of the vehicle and the ground contact point of the rear wheel.

  Z is the height direction position [m] of the center of gravity of the vehicle, and has the relationship of the following equation (3).

  Also,

Is the height direction speed [m / s] of the center of gravity of the vehicle,

Is the acceleration in the height direction of the vehicle center of gravity [m / s ² ]. X is the vehicle center-of-gravity longitudinal position [m],

Is the vehicle center-of-gravity longitudinal speed [m / s],

Is the vehicle center-of-gravity longitudinal acceleration [m / s ² ]. Further, F _xf is a vehicle front wheel driving force [N], and F _xr is a vehicle rear wheel driving force [N]. Z _fb is the vehicle body height [m] at the vehicle front wheel position,

Is the vehicle body height direction speed [m / s] at the vehicle front wheel position,

Is the vehicle body height direction acceleration [m / s ² ] at the vehicle front wheel position. Z _rb is the vehicle body height [m] at the vehicle rear wheel position,

Is the vehicle body height direction speed [m / s] at the vehicle rear wheel position,

Is the vehicle body height direction acceleration [m / s ² ] at the vehicle rear wheel position. Z _fg is the height direction position [m] of the vehicle front wheel contact point,

Is the height direction speed [m / s] of the vehicle front wheel contact point. Z _rg is the height direction position [m] of the vehicle rear wheel contact point,

Is the height direction speed [m / s] of the vehicle rear wheel contact point. Z _ft is the height direction position [m] of the vehicle front wheel,

Is the height direction speed [m / s] of the vehicle front wheel,

Is the acceleration in the height direction of the vehicle front wheel [m / s ² ]. Z _rt is the height direction position [m] of the vehicle rear wheel,

Is the height direction speed [m / s] of the vehicle rear wheel,

Is the acceleration in the height direction of the vehicle rear wheel [m / s ² ]. M _b is the vehicle mass [kg], I _b is the vehicle inertia moment [kgm ² ], l _f is the length [m] between the vehicle center of gravity and the front wheels, and lr is The length between the vehicle center of gravity and the rear wheel [m], m _ft is the vehicle front wheel mass [kg], m _rt is the vehicle rear wheel mass [kg], and k _f is the vehicle front wheel mass. Suspension elastic modulus [N / m], _kr is the suspension elastic modulus [N / m] of the vehicle rear wheel, k _ft is the vehicle front wheel elastic modulus [N / m], and k _rt is It is a vehicle rear wheel elastic modulus [N / m]. Further, the _{c f,} an absorber damping coefficient of the vehicle wheel [Ns / m], _{c r} is the absorber damping coefficient of the vehicle rear wheels [Ns / _{m], c ft,} the vehicle front wheel damping coefficient [Ns / m], and _crt is the vehicle rear wheel damping coefficient [Ns / m].

  Next, the vehicle mechanism and structural design of the vehicle according to the present embodiment will be described. Suppressing ideal pitch acceleration assuming that the vehicle is running steadily

When the air resistance, rolling resistance, and loss of each part are ignored, the input for realizing is as shown in the following equation (4).

  In the state of the above formula (4), the heave acceleration is as shown in the following formula (5). As shown in FIG. 2, the heave acceleration decreases as the value surrounded by the square in FIG. 2 decreases.

here,

Then, the portion enclosed by the square in FIG. 2 is expressed by the following equation (6). Here, the ideal state of the following equation (6) is the first term:

Is 0, the second term

Is 0, the third term

Is converged to 0 by pitch control. The vehicle body heave displacement amount Δz _b is the difference between the vehicle body height z _fb at the vehicle front wheel position and the vehicle body height z _{rb at} the vehicle rear wheel position. Further, the heave displacement amount Δz _t of the vehicle tire is a difference between the height direction position z _ft of the vehicle front wheel and the height direction position z _rt of the vehicle rear wheel.

  From the above, the ideal mechanism and structural characteristics that can suppress the heave at the time of pitch control satisfy the conditions of the following formula (7) and the following formula (8).

  Next, ideal heave acceleration suppression assuming that the vehicle is running steady

When the air resistance, rolling resistance, and loss of each part are ignored, the input for realizing is as shown in the following equation (9).

  In the state of the above formula (9), the pitch acceleration is as shown in the following formula (10). As shown in FIG. 3, the pitch acceleration decreases as the value enclosed by the square in FIG. 3 decreases.

here,

Then, the portion surrounded by the square in FIG. 3 is expressed by the following equation (11). Here, the ideal state of the following equation (11) is the first term:

Is 0, the second term

Is 0, the third term

Is converged to 0 by pitch control.

  From the above, the ideal mechanism capable of suppressing the pitch during heave control and the structure specification are cases where the conditions of the above formula (7) and the above formula (8) are satisfied.

  The above description of the vehicle mechanism and structural design of the vehicle according to the present embodiment clarified the optimal mechanism and structural characteristics that can simultaneously suppress the heave acceleration when suppressing the ideal pitch acceleration. In addition, when ideal heave acceleration is suppressed, the optimum mechanism and structural characteristics that can simultaneously suppress pitch acceleration have been clarified. As a result, the optimum structural characteristics in the case where control is assumed are the cases where the conditions of the above formula (7) and the above formula (8) are satisfied.

  Next, vehicle pitch control according to the present embodiment will be described.

  FIG. 4 shows a block diagram for basic pitch control. here,

The above equation (12) is obtained by changing the equation of motion of the above equation (1), and the above equation (13) represents an evaluation output as a parameter of the evaluation function. Z _c is a constant. Also,

Therefore, when the control input ξ _z is input, the above equation (12), the above equation (13), and the above equation (14) so that the numerator of the above equation (2) approaches 0 K, which is the gain of equation (14), is set in advance.

Specifically, since it is necessary to obtain u ₁ that minimizes the evaluation function of the following equation (14a), the above equation (14) is obtained based on the positive definite symmetric matrix P obtained as a solution of the following equation (14b). Is expressed by the following equation (14c). Therefore, the gain K is expressed by the following equation (14d).

In the above equation (14a), Q and R represent weights. Moreover, since ζ can be changed to position, velocity, and acceleration in pitch control and heave control described later by changing C _z , input u ₁ in each case can be acquired.

Further, the numerator of the equation (2) represents the heave displacement amount Δz _b of the vehicle body, and by making the heave displacement amount Δz _b of the vehicle body related to the vehicle body close to 0, the vehicle tire related to the tire connected to the vehicle body. The heave displacement amount Δz _t can also approach zero. By doing so, the value of the third term of the above equation (6) (the value by the pitch control in FIG. 3) can be converged to zero. Further, the control output u ₁ of the above equation (14) may be the vehicle rear wheel driving force F _xr . For other parameters,

It becomes. T represents transposition. In the above equation (13), the pitch position θ _b or the pitch speed

Is the evaluation output, the above (13) is

, And the case where the evaluation output pitch position theta _b, parameter _{C z} is used following equation (15).

  Also pitch speed

Is used as the evaluation output, the following formula (16) is used as the parameter C _z.

  In the above equation (13), the pitch acceleration

Is the evaluation output, the above equation (13) is

The parameter C _z uses the above equation (15). In the present embodiment, any evaluation output may be realized.

  Next, heave control of the vehicle according to the present embodiment will be described.

FIG. 5 shows a block diagram for basic heave control. Also in the heave control, the above formulas (12) to (14) are satisfied in the same manner as the pitch control described above, and therefore the heave displacement amount Δz _b of the vehicle body is made to approach 0 when the control input ξ _z is input. From the above expression (12), the above expression (13), and the above expression (14), K that is the gain of the above expression (14) is set in advance. The vehicle body heave displacement amount Δz _b is expressed by the vehicle body height z _fb at the vehicle front wheel position + the vehicle body height z _rb at the vehicle rear wheel position, and the vehicle body heave displacement amount Δz _b with respect to the vehicle body approaches 0. Thus, the heave displacement amount Δz _t of the vehicle tire related to the tire connected to the vehicle body can also approach zero. By doing so, the third term of the above equation (11) (value by the heave control in FIG. 5) can be converged to zero.

In the above equation (13), the heave position z _b or the heave speed

Is the evaluation output, the above (13) is

, And the case where the evaluation output heave position _{z b,} parameter _{C z} is used following equation (17).

  Also heave speed

Is used as the evaluation output, the following formula (18) is used as the parameter C _z.

  In the above equation (13), the pitch acceleration

Is the evaluation output, the above equation (13) is

The parameter C _z uses the above equation (18). In the present embodiment, any evaluation output may be realized.

<About the vehicle according to the first embodiment of the present invention>
Next, a vehicle according to the first embodiment of the present invention will be described. The vehicle according to the first embodiment of the present invention is configured to satisfy the conditions shown in the above formula (7) and the above formula (8), and the pitch control described above is performed. To do. The pitch control evaluation output is the pitch speed.

And the above equation (13) is

The parameter C _z is expressed by the above equation (16), and when the control input ξ _z is input to the vehicle control unit 20 described later, the above numerator of the above equation (2) approaches 0 ( It is assumed that K, which is the gain of the equation (14), is set from the equation (12), the equation (13), and the equation (14).

<Configuration of vehicle according to first embodiment of the present invention>
Next, the configuration of the vehicle 100 according to the first embodiment of the present invention will be described. As shown in FIG. 6, a vehicle 100 according to the first embodiment of the present invention includes a vehicle body height laser displacement meter 10 at a front wheel position, a vehicle body height laser displacement meter 12 at a rear wheel position, and a front wheel laser displacement meter. 14, a rear wheel laser displacement meter 16, a vehicle control unit 20, a motor 90, and a motor 92.

The vehicle height laser displacement meter 10 at the front wheel position acquires the vehicle body height z _fb at the vehicle front wheel position of the vehicle 100 and outputs it to the vehicle control unit 20.

The vehicle height laser displacement meter 12 at the rear wheel position acquires the vehicle body height z _rb at the vehicle rear wheel position of the vehicle 100 and outputs it to the vehicle control unit 20.

The front wheel laser displacement meter 14 acquires the height direction position z _ft of the vehicle front wheel of the vehicle 100 and outputs it to the vehicle control unit 20.

The rear wheel laser displacement meter 16 acquires the height direction position z _rt of the vehicle rear wheel of the vehicle 100 and outputs it to the vehicle control unit 20.

The vehicle control unit 20 determines the vehicle body height z _fb at the vehicle front wheel position input from the vehicle body height laser displacement meter 10 at the front wheel position, and the vehicle rear wheel position input from the vehicle body height laser displacement meter 12 at the rear wheel position. _{Differentiating} the vehicle body height z _rb , the vehicle front wheel height direction position z _ft input from the front wheel laser displacement meter 14, and the vehicle rear wheel height direction position z _rt input from the rear wheel laser displacement meter 16. Vehicle body height direction speed at the front wheel position of the vehicle

, Vehicle body height direction speed at vehicle rear wheel position

, Vehicle front wheel height direction speed

, And vehicle rear wheel height direction speed

To get. Further, the vehicle control unit 20 receives the vehicle body height z _fb at the vehicle body front wheel position input from the vehicle body height laser displacement meter 10 at the front wheel position and the vehicle rear wheel input from the vehicle body height laser displacement meter 12 at the rear wheel position. The vehicle body height z _{fb of} the position, the vehicle front wheel height direction position z _ft input from the front wheel laser displacement meter 14, the vehicle rear wheel height direction position z _rt input from the rear wheel laser displacement meter 16, and acquisition based on the control input xi] _z tailored various information, the (14) in accordance with equation a vehicle front wheel drive force F _xf is the control output is calculated and the calculated motor for realizing the vehicle front wheel drive force F _xf The current value is output to the motor 90 and the motor 92.

  The motor 90 is an in-wheel motor for the right front wheel of the vehicle 100 and is controlled by the vehicle control unit 20.

  The motor 92 is an in-wheel motor for the left front wheel of the vehicle 100 and is controlled by the vehicle control unit 20.

<Operation of Vehicle according to First Embodiment of the Present Invention>
Next, the operation of the vehicle 100 according to the first embodiment of the present invention will be described. First, the vehicle height z _fb at the front wheel position from the vehicle height laser displacement meter 10 at the front wheel position, the vehicle height z _rb at the vehicle rear wheel position from the vehicle height laser displacement meter 12 at the rear wheel position, and the front wheel laser displacement meter. When the vehicle front wheel height direction position z _ft and the vehicle rear wheel height direction position z _rt are input from the rear wheel laser displacement meter 16 to the vehicle control unit 20, the vehicle control unit 20 7 is executed.

First, in step S100, the vehicle control unit 20 _receives the vehicle body height z _fb at the vehicle front wheel position, the vehicle body height z _rb at the vehicle rear wheel position, the vehicle front wheel height direction position z _ft , and the vehicle rear wheel position. Differentiating each of the height direction positions z _rt , the vehicle body height direction speed at the vehicle front wheel position

, Vehicle body height direction speed at vehicle rear wheel position

, Vehicle front wheel height direction speed

, And vehicle rear wheel height direction speed

To get.

Next, in step S102, based on the control input ξ _z that combines the various information calculated in step S100 and the various information input to the vehicle control unit 20, the vehicle front wheel driving force F is calculated according to the above equation (14). _xf is calculated.

Next, in step S104, the motor 90 and the motor 92 are controlled based on the vehicle front wheel driving force F _xf acquired in step S102, the process proceeds to step S100, and steps S100 to S104 are repeated.

As described above, according to the vehicle according to the first embodiment of the present invention, the product of the elastic coefficient k _f of the suspension of the front wheel of the vehicle and the tangent of the angle θ _r is the elasticity of the suspension of the rear wheel of the vehicle. corresponds to the product of the tangent of the coefficient k _r and the angle theta _f, and the product of the front wheel suspension tangent of the damping coefficient c _f and the angle theta _r of the vehicle, the damping coefficient of the suspension of the rear wheels of the vehicle c _r And the tangent of the angle θ _r , and by controlling so as to suppress the amount of change regarding the pitch, it is possible to enhance the effect of the heave control while suppressing the energy consumption associated with the control. .

  In addition, both pitch and heave characteristics can be achieved.

  Moreover, energy consumption accompanying control can be minimized by considering the vehicle mechanism and structure.

  Moreover, the control effect can be maximized by optimizing the vehicle mechanism and structure.

  Further, in addition to pitch control or heave control, the vehicle mechanism and structure are also designed to remove restrictions due to the vehicle mechanism and structure.

  Further, in consideration of dynamic springs and the influence of the damper, the vehicle mechanism and structure can be designed so as to minimize the vibration of the pitch or heave when performing heave or pitch control.

  Note that the present invention is not limited to the above-described embodiment, and various modifications and applications are possible without departing from the gist of the present invention.

For example, in the first embodiment, the case where the control output u ₁ is the vehicle front wheel driving force F _xf has been described, but the control output u ₁ may be the vehicle rear wheel driving force F _xr . In this case, the object controlled by the vehicle control unit 20 is an in-wheel motor for the rear wheel of the vehicle 100.

  In the first embodiment, the pitch speed is used as an evaluation output for pitch control.

The pitch position θ _b or the pitch acceleration is explained.

May be used as the evaluation output. In this case, it is necessary to appropriately set the parameters of the expressions (12) to (14).

In the first embodiment, the case where the vehicle body height z _fb at the vehicle front wheel position is acquired using a laser displacement meter has been described, but the present invention is not limited to this. For example, it may be calculated from a camera or suspension stroke sensor value. In addition, the vehicle body height speed at the front wheel position obtained by the camera, laser displacement meter, and speedometer

May be obtained by differentiating.

  Further, in the first embodiment, the vehicle body height direction speed at the front wheel position of the vehicle.

_{Has been} described by differentiating the vehicle body height z _fb at the vehicle front wheel position, but is not limited thereto. For example, the vehicle body height acceleration at the front wheel position that can be obtained from a camera, laser displacement meter, acceleration sensor, etc.

May be obtained by integrating.

In the first embodiment, the case where the vehicle body height z _rb at the vehicle rear wheel position is acquired using a laser displacement meter has been described. However, the present invention is not limited to this. For example, it may be calculated from a camera or suspension stroke sensor value. In addition, the vehicle body height direction speed at the vehicle rear wheel position obtained by the camera, laser displacement meter, and speedometer

May be obtained by differentiating.

  Further, in the first embodiment, the vehicle body height direction speed at the vehicle rear wheel position.

_{Has been} described by differentiating the vehicle body height z _rb at the vehicle rear wheel position, but is not limited thereto. For example, acceleration in the vehicle body height direction at the vehicle rear wheel position that can be obtained from a camera, laser displacement meter, acceleration sensor,

May be obtained by integrating.

In the first embodiment, the case where the height direction position z _ft of the vehicle front wheel is acquired using a laser displacement meter is described, but the present invention is not limited to this. For example, you may acquire using a camera. In addition, the speed in the height direction of the front wheels of the vehicle obtained by a camera, laser displacement meter, speedometer, etc.

May be obtained by differentiating.

  Further, in the first embodiment, the speed in the height direction of the vehicle front wheel.

_{Has been} described in which the acquired vehicle front wheel height direction position z _ft is differentiated, but the present invention is not limited to this. For example, the acceleration in the height direction of the vehicle front wheels obtained using a camera, laser displacement meter, acceleration sensor, etc.

May be obtained by integrating.

In the first embodiment, the case where the height direction position z _rt of the vehicle rear wheel is acquired using a laser displacement meter has been described. However, the present invention is not limited to this. For example, you may acquire using a camera. Also, the vehicle rear wheel height direction speed obtained by a camera, laser displacement meter, speedometer, etc.

May be obtained by differentiating.

  In the first embodiment, the speed in the height direction of the vehicle rear wheel.

_{Has been} described by differentiating the acquired vehicle rear wheel height direction position z _rt , but the present invention is not limited to this. For example, the acceleration in the height direction of the vehicle rear wheel obtained using a camera, a laser displacement meter, an acceleration sensor, etc.

May be obtained by integrating.

  Also, use the angular velocity meter to

Acceleration in the height direction of the center of gravity of the vehicle using an acceleration sensor

Get

You may get as

  In the first embodiment, the case where the structure of the vehicle is configured to satisfy the conditions shown in the above formula (7) and the above formula (8) has been described, but the present invention is not limited to this. For example, the vehicle may be configured to satisfy the conditions shown in the following formula (19) and the following formula (20).

  Next, a vehicle according to a second embodiment will be described. In addition, about the part which becomes the structure similar to 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  The second embodiment is mainly different from the first embodiment in that the vehicle performs heave control.

<Vehicle according to Second Embodiment of the Present Invention>
Next, a vehicle according to a second embodiment of the present invention will be described. The vehicle according to the second embodiment of the present invention is configured to satisfy the conditions shown in the above formula (7) and the above formula (8), and the above-described heave control is performed. To do. The evaluation output of heave control is the heave speed.

And the above equation (13) is

The parameter C _z is expressed by the above equation (18), and when the control input ξ _z is input to the vehicle control unit 20, the vehicle body heave displacement Δz _b approaches the above (12 ), The above equation (13), and the above equation (14), the gain K of the above equation (14) is assumed to be preset.

As described above, in the vehicle according to the second embodiment of the present invention, the product of the elastic coefficient k _f of the suspension of the front wheel of the vehicle and the tangent of the angle θ _r is the elasticity of the suspension of the rear wheel of the vehicle. corresponds to the product of the tangent of the coefficient k _r and the angle theta _f, and the product of the front wheel suspension tangent of the damping coefficient c _f and the angle theta _r of the vehicle, the damping coefficient of the suspension of the rear wheels of the vehicle c _r And the tangent of the angle θ _r , and by controlling so as to suppress the amount of change related to the heave, the effect of pitch control can be enhanced while suppressing the energy consumption associated with the control.

  Note that the present invention is not limited to the above-described embodiment, and various modifications and applications are possible without departing from the gist of the present invention.

  For example, in the second embodiment, the heave speed is used as an evaluation output for heave control.

However, the present invention is not limited to this. For example, heave position z _b or heave acceleration

May be used as the evaluation output. In this case, it is necessary to appropriately set the parameters of the expressions (12) to (14).

DESCRIPTION OF SYMBOLS 10 Body height laser displacement meter 12 of front wheel position Body height laser displacement meter 14 of rear wheel position Front wheel laser displacement meter 16 Rear wheel laser displacement meter 20 Vehicle control part 90 Motor 92 Motor 100 Vehicle

Claims (3)

A vehicle having a vehicle control unit that controls the amount of change related to heave or the amount of change related to pitch,
The product of the elastic modulus k _f of the suspension of the front wheel of the vehicle and the tangent of the angle θ _r between the rotation center of the suspension of the rear wheel of the vehicle and the ground contact point of the rear wheel is the suspension wheel of the rear wheel of the vehicle. the elastic coefficient k _r, corresponds to the product of the tangent of the angle theta _f and the ground point of the rotation center and the front wheel of the front wheel suspension of the vehicle, and the damping coefficient c _f of the front wheel suspension of the vehicle vehicles product of the tangent of the angle theta _r corresponds to the product of the theta _r tangent of the damping coefficient c _r and the angle of the suspension of the rear wheel of the vehicle. The product of the elastic modulus k _f of the vehicle front wheel suspension and the tangent of the angle θ _r coincides with the product of the elastic coefficient k _r of the vehicle rear wheel suspension and the angle θ _f tangent, and , claims a damping coefficient c _f of the front wheel suspension of the vehicle product of the tangent of the angle theta _r matches the product of the wheel suspension tangent of the damping coefficient c _r and the angle theta _r after the vehicle Item 1. The vehicle according to item 1.   The vehicle according to claim 1, wherein the vehicle control unit performs control so as to suppress a change amount related to a heave or a change amount related to a pitch by controlling a driving force of a front wheel or a rear wheel of the vehicle.