JP2020011543A - Attitude controller for vehicle - Google Patents

Abstract

To provide an attitude controller for a vehicle, capable of improving the comfort of an occupant.SOLUTION: An attitude controller for a vehicle 1 includes: a first plasma actuator 3 installed on the vehicle 1 and driven to adjust an air flow along the running vehicle; and a sensor detecting a vehicle state relating to an attitude and a running state of the vehicle 1. The attitude controller further includes a computer drivingly controlling the first plasma actuator 3 on the basis of the vehicle state detected by the sensor so that a force based on the air flow along the vehicle 1 has an effect in such a direction as to restrain an inclination of the vehicle 1 to a road surface at least while the vehicle 1 is running on a horizontal road surface. Therefore, at least when the vehicle 1 is running on a horizontal road surface, an occupant is restrained from feeling discomfort in ride quality by the inclination of the vehicle to the horizontal road surface because the force based on an air flow along he vehicle 1 has an effect in such a direction as to restrain an inclination of the vehicle 1 to a road surface.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle attitude control device.

  2. Description of the Related Art In a vehicle such as an automobile, a plasma actuator disclosed in Patent Literature 1 is attached, and an airflow along a running vehicle is adjusted by driving the plasma actuator. Further, in a vehicle, since the posture of the vehicle during traveling affects the comfort of the occupant, it is desired to appropriately control the posture of the vehicle during traveling.

Japanese Patent No. 5185784

  By the way, since a running vehicle receives a force based on the flow of airflow along the vehicle, it is conceivable to adjust the above force by driving control of a plasma actuator and use the adjusted force for vehicle attitude control. However, even if the attitude control of the vehicle is performed in this way, it is unclear whether the occupant affected by the attitude of the vehicle at that time feels comfortable, and the attitude control does not necessarily improve the comfort of the occupant. Not necessarily.

  It is an object of the present invention to provide a vehicle attitude control device that can improve the comfort of an occupant.

Hereinafter, means for solving the above-described problems and the effects thereof will be described.
A vehicle attitude control device that solves the above problem includes a plasma actuator attached to the vehicle and driven to adjust an airflow along a running vehicle, and controls a vehicle attitude through drive control of the plasma actuator. Control. The device includes a sensor that detects a vehicle state related to a posture and a driving state of the vehicle. Further, the device is configured to detect a vehicle state detected by the sensor such that a force based on an airflow along the vehicle acts in a direction to suppress the inclination of the vehicle with respect to the road surface at least when the vehicle is traveling on a horizontal road surface. A control unit for driving and controlling the plasma actuator based on the control.

  According to the above configuration, at least when the vehicle is traveling on a horizontal road surface, the force based on the airflow along the vehicle acts in the direction of suppressing the inclination of the vehicle with respect to the road surface by the driving control of the plasma actuator through the control unit. Therefore, it is possible to prevent the occupant from feeling bad riding comfort due to the inclination of the vehicle with respect to a horizontal road surface.

  The control unit grasps at least a tilt state of the vehicle with respect to the horizontal plane based on the vehicle state detected by the sensor, and when the road surface on which the vehicle travels is tilted with respect to the horizontal plane, the control unit suppresses the tilt of the vehicle with respect to the horizontal plane. It is conceivable that the plasma actuator is driven so that the above-mentioned force acts.

  According to the above configuration, when the road surface on which the vehicle travels is inclined with respect to the horizontal plane, the force based on the airflow along the vehicle suppresses the inclination of the vehicle with respect to the horizontal plane by driving control of the plasma actuator through the control unit. Therefore, it is possible to prevent the occupant from feeling bad riding comfort due to the inclination of the vehicle with respect to the horizontal plane.

  The control unit grasps at least an inclination state of the vehicle with respect to the road surface based on the vehicle state detected by the sensor, and when the road surface on which the vehicle travels is inclined with respect to the horizontal plane, the control unit suppresses the inclination of the vehicle with respect to the road surface. It is conceivable that the plasma actuator is driven so that the above-mentioned force acts.

  According to the above configuration, when the road surface on which the vehicle travels is inclined with respect to the horizontal plane, the force based on the airflow along the vehicle suppresses the inclination of the vehicle with respect to the road surface by drive control of the plasma actuator through the control unit. To act on. As a result, a decrease in running stability of the vehicle due to the inclination of the vehicle with respect to the road surface is suppressed, and a decrease in the kinetic performance of the vehicle is suppressed.

  The plasma actuator includes a plurality of electrodes that extend in parallel and are separated by a dielectric, and are attached to a front portion and a rear portion of the vehicle so as to extend in a vehicle width direction, respectively, and one of an upper side and a lower side of the vehicle It is conceivable that the control unit is driven through the control unit so that the above-described force acts on the control unit.

  In a running vehicle, a forward slope (nose dive) may occur with respect to the road surface such as when decelerating, or a forward slope (squat) may occur when accelerating. In addition, even when no nose dive or squat occurs, the vehicle tilts forward with respect to the horizontal plane when climbing a hill, while the vehicle tilts forward with respect to a horizontal plane when descending.

  According to the above configuration, the control unit grasps the inclination state of the vehicle with respect to the road surface or the horizontal plane based on the vehicle state detected by the sensor. When the vehicle has a nose dive or when the vehicle is inclined forward and downward with respect to the horizontal plane with the descending plate, the plasma actuators at the front and rear of the vehicle are respectively controlled through the control unit as follows. Is controlled. That is, while the above-mentioned force acts upward at the front of the vehicle by the drive control of the plasma actuator at the front of the vehicle, the above-mentioned force is generated at the rear of the vehicle by the drive control of the plasma actuator at the rear of the vehicle. It is made to work downward.

  As a result, it is possible to suppress the nose dive of the vehicle, and to suppress the vehicle from inclining forward and downward with respect to the horizontal plane as the vehicle descends. By suppressing the nose dive, when the vehicle is traveling on a horizontal road surface, it is possible to suppress the occupant from feeling bad riding comfort due to the nose dive, and to suppress the decrease in the kinetic performance of the vehicle due to the nose dive. Can also. Furthermore, even when the road surface is not horizontal, it is possible to suppress a decrease in the vehicle's kinetic performance due to the nose dive. In addition, when the vehicle descends, by suppressing the downward slope of the vehicle with respect to the horizontal plane due to the descending, it is possible to suppress the occupant from feeling bad riding comfort due to the inclination.

  On the other hand, when a squat occurs in the vehicle or when the vehicle is inclined forward and upward with respect to a horizontal plane due to climbing a slope, the plasma actuators at the front and rear of the vehicle are respectively controlled through the control unit as follows. Drive controlled. That is, while the above-mentioned force acts downward at the front of the vehicle by the drive control of the plasma actuator at the front of the vehicle, the above-mentioned force is produced at the rear of the vehicle by the drive control of the plasma actuator at the rear of the vehicle. It is made to work upward.

  Thus, the squat of the vehicle can be suppressed, and the vehicle can be prevented from inclining forward with respect to the horizontal plane as the vehicle climbs a hill. By suppressing the squat, when the vehicle is traveling on a horizontal road surface, it is possible to prevent the occupant from feeling bad riding comfort due to the squat, and also to suppress a decrease in the exercise performance of the vehicle due to the squat. Furthermore, even when the road surface is not horizontal, it is possible to suppress a decrease in the vehicle's kinetic performance due to the squat. In addition, when the vehicle is climbing a hill, by suppressing the slope of the vehicle rising forward with respect to the horizontal plane due to the climb, it is possible to suppress the occupant from feeling poor riding comfort due to the slope.

  It is conceivable that the plasma actuator is attached to each of a right front part and a left front part of the vehicle, and is respectively attached to a right rear part and a left rear part of the vehicle.

  In the case of a traveling vehicle, a right-downward slope (right roll) occurs with respect to the road surface, such as when changing the course to the left, or a left-downward slope (left roll), such as when changing the course to the right. May occur. Even when these right and left rolls do not occur, if the road surface is sloped down to the right, the vehicle will slope down to the right with respect to the horizontal plane, while the road surface will have a slope down to the left. If so, the vehicle leans to the left with respect to the horizontal plane.

  According to the above configuration, the control unit grasps the inclination state of the vehicle with respect to the road surface or the horizontal plane based on the vehicle state detected by the sensor. Then, when the vehicle has a right roll, or when the vehicle is inclined downward to the right with respect to the horizontal plane due to the downward slope of the road surface, the right front portion, the left front portion, The right and left rear plasma actuators are respectively driven and controlled as follows. In other words, the driving control of the plasma actuators at the right front and the rear right of the vehicle causes the above-mentioned force to act upward at the right front and the rear right of the vehicle, while the plasma actuators at the front left and the rear left of the vehicle are driven. , The above-mentioned force acts downward at the left front portion and the left rear portion of the vehicle.

  Thereby, it is possible to suppress the right roll of the vehicle or to prevent the vehicle from leaning to the right with respect to the horizontal plane due to the one-sided slope on the road surface. By suppressing the right roll, when the vehicle is traveling on a horizontal road surface, it is possible to suppress the occupant from feeling bad riding comfort due to the right roll, and to suppress a decrease in the vehicle's kinetic performance due to the right roll. Can also. Furthermore, even when the road surface is not horizontal, it is possible to suppress a decrease in the vehicle's kinetic performance due to the right roll. In addition, when the vehicle inclines to the lower right with respect to the horizontal plane due to the one-sided incline of the road surface, by suppressing the incline, it is possible to suppress the occupant from having a poor riding comfort due to the incline. .

  On the other hand, when the vehicle has a left roll, or when the vehicle is tilted to the left with respect to the horizontal plane due to a one-sided slope of the road surface to the left, the control unit controls the front right portion, the left front portion, The right rear, front right and rear right plasma actuators of the vehicle are respectively controlled as follows. That is, the drive control of the plasma actuators at the right front and the rear right of the vehicle causes the above-mentioned force to act downward at the front right and the rear right of the vehicle, while the plasma actuators at the front left and the rear left of the vehicle operate. By the drive control, the above-described force acts upward at the left front portion and the left rear portion of the vehicle.

  Thereby, the left roll of the vehicle can be suppressed, or the vehicle can be suppressed from inclining to the left with respect to the horizontal plane due to the one-sided incline of the road surface. By suppressing the left roll, when the vehicle is traveling on a horizontal road surface, it is possible to prevent the occupant from feeling bad riding comfort due to the left roll, and to suppress a decrease in the vehicle's kinetic performance due to the left roll. Can also. Further, even when the road surface is not horizontal, it is possible to suppress a decrease in the vehicle's kinetic performance due to the left roll. Further, when the vehicle inclines to the left with respect to the horizontal plane due to the one-sided slope of the road surface, by suppressing the inclination, it is possible to suppress the occupant from feeling uncomfortable with the inclination. .

  In the above attitude control device for a vehicle, the plasma actuator is a first plasma actuator, and a second plasma actuator having the same structure as the first plasma actuator is provided separately from the first plasma actuator in a front right portion, a front left portion, and a rear right portion of the vehicle. , And the left rear portion so as to extend in the vertical direction of the vehicle. Further, the second plasma actuator is driven through the control unit such that a force based on an airflow along the vehicle acts on one of right and left sides in the vehicle width direction. Further, the control unit also grasps the course change and spin of the vehicle based on the vehicle state detected by the sensor, and when the course change of the vehicle is performed, the control unit applies the force in a direction to assist the course change. While driving the two plasma actuators, when the vehicle spins, the second plasma actuator is driven such that the force acts in a direction to suppress the spins.

  According to the above configuration, the control unit grasps the course change and the spin of the vehicle based on the vehicle state detected by the sensor. When the vehicle intends to change the course to the right, the second plasma actuators at the front right, front left, rear right, and rear left of the vehicle are controlled by the control unit as follows. That is, by the drive control of the second plasma actuators at the right front and the left front of the vehicle, the force acts on the right front and the left front of the vehicle toward the right in the vehicle width direction, while the right side of the vehicle is controlled. By the drive control of the rear and left rear second plasma actuators, the above-mentioned force is applied to the left at the rear right and rear left portions of the vehicle. As a result, it is possible to assist in changing the course of the vehicle to the right. On the other hand, when the vehicle intends to change the course to the left, the second plasma actuators at the front right, front left, rear right, and rear left of the vehicle are controlled by the control unit as follows. That is, by the drive control of the second plasma actuators at the right front and the left front of the vehicle, the above-mentioned force acts on the left front in the vehicle width direction at the right front and the left front of the vehicle, while the right side of the vehicle By the drive control of the rear and left rear second plasma actuators, the above-mentioned force acts rightward at the rear right and rear left portions of the vehicle. As a result, it is possible to assist in changing the course of the vehicle to the left.

  When the vehicle is about to spin right, the second plasma actuators at the front right, front left, rear right, and rear left of the vehicle are controlled by the control unit as follows. That is, by the drive control of the second plasma actuators at the right front and the left front of the vehicle, the above-mentioned force acts on the left front in the vehicle width direction at the right front and the left front of the vehicle, while the right side of the vehicle By the drive control of the rear and left rear second plasma actuators, the above-mentioned force acts rightward at the rear right and rear left portions of the vehicle. Thereby, the right spin of the vehicle can be suppressed. On the other hand, when the vehicle is going to spin left, the second plasma actuators at the front right, front left, rear right, and rear left of the vehicle are controlled by the control unit as follows. That is, by the drive control of the second plasma actuators at the right front and the left front of the vehicle, the force acts on the right front and the left front of the vehicle toward the right in the vehicle width direction, while the right side of the vehicle is controlled. By the drive control of the rear and left rear second plasma actuators, the above-mentioned force is applied to the left at the rear right and rear left portions of the vehicle. Thereby, the left spin of the vehicle can be suppressed.

  As described above, when the vehicle tries to change the course, it is possible to assist the same course change, and when the vehicle tries to spin, the spin can be suppressed. The kinetic performance of the vehicle can be improved through the assist of the course change and the suppression of the spin.

  According to the present invention, occupant comfort can be improved.

(A) And (b) is a perspective view showing a vehicle to which an attitude control device is applied. Sectional drawing which shows the structure of the plasma actuator of the same apparatus. FIG. 4 is a cross-sectional view illustrating an operation mode of the plasma actuator. FIG. 4 is a cross-sectional view illustrating an operation mode of the plasma actuator. FIG. 2 is a block diagram showing an electrical configuration of the attitude control device. 9 is a flowchart illustrating an execution procedure of driving control of the plasma actuator. FIG. 7 is a side view showing an operation mode of the vehicle when the attitude control is performed. FIG. 7 is a side view showing an operation mode of the vehicle when the attitude control is performed. FIG. 7 is a side view showing an operation mode of the vehicle when the attitude control is performed. FIG. 7 is a side view showing an operation mode of the vehicle when the attitude control is performed. FIG. 9 is a rear view showing an operation mode of the vehicle when the attitude control is performed. FIG. 9 is a rear view showing an operation mode of the vehicle when the attitude control is performed. FIG. 9 is a rear view showing an operation mode of the vehicle when the attitude control is performed. FIG. 9 is a rear view showing an operation mode of the vehicle when the attitude control is performed. FIG. 9 is a plan view showing an operation mode of the vehicle when a course change is performed. FIG. 9 is a plan view showing an operation mode of the vehicle when a course change is performed. FIG. 4 is a plan view showing an operation mode of the vehicle when spin occurs. FIG. 4 is a plan view showing an operation mode of the vehicle when spin occurs. (A) And (b) is a perspective view showing other examples of attachment of a plasma actuator to vehicles. (A) And (b) is a perspective view showing other examples of attachment of a plasma actuator to vehicles.

Hereinafter, an embodiment of a vehicle attitude control device will be described with reference to FIGS.
In the vehicle 1 shown in FIGS. 1A and 1B, wheels 2 are provided at the right front, left front, right rear, and left rear, respectively, which are supported to be vertically displaceable through suspension devices. I have.

  The vehicle 1 is provided with a posture control device that controls the posture of the vehicle 1 during traveling for the purpose of ensuring the comfort of the occupant and improving the kinetic performance of the vehicle. The apparatus includes a first plasma actuator 3 and a second plasma actuator 4 as plasma actuators driven to adjust airflow along a running vehicle 1. When the force based on the airflow along the running vehicle 1 acts on the vehicle 1, the device adjusts the force through drive control of the first plasma actuator 3 and the second plasma actuator 4. Controls the attitude of the vehicle 1.

  The first plasma actuator 3 is attached to the right front part and the left front part of the vehicle 1 so as to extend in the vehicle width direction (the left-right direction of the vehicle 1), and the first plasma actuator 3 is mounted on the right rear part and the left rear part of the vehicle 1 respectively. It is attached to extend in the width direction. The first plasma actuator 3 is driven so that a force based on the airflow along the vehicle 1 acts on one of the upper side and the lower side of the vehicle 1.

  The second plasma actuator 4 is attached to the front right, front left, rear right, and rear left portions of the vehicle 1 so as to extend in the vertical direction of the vehicle 1, respectively. The second plasma actuator 4 has the same structure as the first plasma actuator 3. The second plasma actuator 4 is driven so that a force based on an airflow along the vehicle 1 acts on the vehicle 1 on one of the right side and the left side in the vehicle width direction.

  Next, the detailed structures of the first plasma actuator 3 and the second plasma actuator 4 will be described. Since the first plasma actuator 3 and the second plasma actuator 4 have the same structure, only the first plasma actuator 3 will be described in detail below. The same reference numerals are given and the detailed description is omitted.

  As shown in FIG. 2, the first plasma actuator 3 (second plasma actuator 4) includes a plurality of electrodes 6, 7, 8 that are separated by a dielectric 5 and extend in parallel with each other. In the first plasma actuator 3, the electrodes 6, 7, 8 are attached to the vehicle 1 so as to extend in the vehicle width direction. On the other hand, in the second plasma actuator 4, the electrodes 6, 7, 8 are attached to the vehicle 1 so as to extend in the vertical direction of the vehicle 1. The electrodes 6, 7, 8 are arranged in the order of the electrode 6, the electrode 7, and the electrode 8 from the front side (the left side in FIG. 2) of the vehicle 1 to the rear side (the rear side in FIG. 2). In addition, a step is formed between the electrode 7 and the electrodes 6 and 8.

  The first plasma actuator 3 (second plasma actuator 4) is driven through the application of an AC voltage to the electrodes 6, 7, and 8. By changing the manner of applying the AC voltage to the electrodes 6, 7, and 8, the driving of the first plasma actuator 3 (the second plasma actuator 4) is controlled.

  More specifically, as shown in FIG. 3, when an AC voltage is applied to the electrodes 6 and 7, plasma is generated between the electrodes 6 and 7. Then, due to the collision of the ions moving to the electrode 8 side with the air in the plasma, an air flow is generated from the front side to the rear side of the vehicle 1 as shown by an arrow Y1 in FIG. The strength of the air flow indicated by arrow Y1 changes according to the AC voltage applied to the electrodes 6 and 7, and the higher the AC voltage, the stronger the air flow. Then, in a state where an airflow is generated from the front side to the rear side along the traveling vehicle 1 as indicated by an arrow Y2, when the above-described airflow indicated by the arrow Y1 is generated, the airflow is indicated by an arrow Y2 through the airflow. The airflow is adjusted. As a result, a force indicated by an arrow Y3 acts on the vehicle 1 as a force based on the airflow along the vehicle 1. Note that the force indicated by the arrow Y3 increases as the airflow indicated by the arrow Y1 increases, in other words, as the AC voltage applied to the electrodes 7 and 8 increases.

  On the other hand, when an AC voltage is applied to the electrodes 7 and 8 as shown in FIG. 4, plasma is generated between the electrodes 7 and 8. Then, due to the collision of the ions moving toward the electrode 6 side with the air in the plasma, an air flow is generated from the rear side to the front side of the vehicle 1 as shown by an arrow Y4 in FIG. The strength of the air flow indicated by the arrow Y4 changes according to the AC voltage applied to the electrodes 7 and 8, and the higher the AC voltage, the stronger the air flow. Then, when the airflow indicated by the arrow Y4 is generated under the state where the airflow is generated from the front side to the rear side along the traveling vehicle 1 as indicated by the arrow Y2, the airflow is indicated by the arrow Y2 through the airflow. The airflow is adjusted. As a result, a force indicated by an arrow Y5 acts on the vehicle 1 as a force based on the airflow along the vehicle 1. Note that the force indicated by the arrow Y5 increases as the airflow indicated by the arrow Y4 increases, in other words, as the AC voltage applied to the electrodes 7 and 8 increases.

  The first plasma actuator 3 is attached to the vehicle 1 shown in FIG. 1 at the right front, left front, right rear, and left rear so that the upper part of FIG. ing. In the first plasma actuator 3, depending on whether an AC voltage is applied to the electrodes 6 and 7 or an AC voltage is applied to the electrodes 7 and 8, the airflow along the running vehicle 1 is changed. Whether the resulting force is a force directed upward of the vehicle 1 or a force directed downward of the vehicle 1 changes.

  That is, when an AC voltage is applied to the electrode 6 and the electrode 7 of the first plasma actuator 3, as a force based on an airflow along the traveling vehicle 1, a force indicated by an arrow Y3 in FIG. The heading force acts on the vehicle 1. When an AC voltage is applied to the electrode 7 and the electrode 8, the force indicated by the arrow Y5 in FIG. Act on

  On the other hand, the second plasma actuator 4 is attached to the vehicle 1 so that the upper part of FIG. 2 faces the right side of the vehicle 1 at the right front part and the right rear part of the vehicle 1, and the left front part of the vehicle 1 The upper part of FIG. 2 is attached to the vehicle 1 so as to face the left side of the vehicle 1 at the part and the left rear part. In the second plasma actuator 4, depending on whether an AC voltage is applied to the electrodes 6 and 7 or an AC voltage is applied to the electrodes 7 and 8, the airflow along the running vehicle 1 is changed. Whether the based force is a force toward the right of the vehicle 1 or a force toward the left of the vehicle 1 changes.

  Therefore, when an AC voltage is applied to the electrodes 6 and 7 of the second plasma actuator 4 attached to the right front and rear right portions of the vehicle 1, the force based on the airflow along the running vehicle 1 as shown in FIG. The force indicated by the arrow Y3 (the force directed to the right of the vehicle 1) acts on the vehicle 1. When an AC voltage is applied to the electrode 7 and the electrode 8, the force indicated by the arrow Y5 in FIG. 4 (the force toward the left of the vehicle 1) is generated as the force based on the airflow along the running vehicle 1. Act on 1.

  When an AC voltage is applied to the electrodes 6 and 7 of the second plasma actuator 4 attached to the front left and rear portions of the vehicle 1, a force based on an airflow along the traveling vehicle 1 as shown in FIG. The force indicated by the arrow Y3 (the force toward the left of the vehicle 1) acts on the vehicle 1. When an AC voltage is applied to the electrode 7 and the electrode 8, the force indicated by the arrow Y5 in FIG. 4 (the force toward the right of the vehicle 1) is generated as the force based on the airflow along the running vehicle 1. Act on 1.

Next, the electrical configuration of the attitude control device of the vehicle 1 will be described.
As shown in FIG. 5, the apparatus includes a computer 9 as a control unit that controls the attitude of the vehicle 1 through drive control of the first plasma actuator 3. Signals from a three-axis acceleration sensor 10, stroke sensors 11 to 14, a steering angle sensor 15, and a vehicle speed sensor 16 mounted on the vehicle 1 are input to the computer 9. Note that these various sensors serve as sensors for detecting a vehicle state related to the posture and the driving state of the vehicle.

  The three-axis acceleration sensor 10 detects accelerations in the front-rear direction, the left-right direction, and the up-down direction of the vehicle 1, and outputs signals corresponding to the accelerations. The stroke sensors 11 to 14 respectively move the front right wheel 2, the front left wheel 2, the rear right wheel 2, and the rear left wheel 2 in the vehicle 1 in the vertical direction. A stroke amount of a damper in a suspension device supporting each of the wheels 2 is detected, and a signal corresponding to the stroke amount is output. The steering angle sensor 15 detects a turning angle (steering angle) of the front wheel 2 that is a steered wheel of the vehicle 1, and outputs a signal corresponding to the steering angle. The vehicle speed sensor 16 detects the vehicle speed based on the rotation of the drive system of the vehicle 1, and outputs a signal corresponding to the vehicle speed.

  The computer 9 drives the first plasma actuator 3 to control the attitude of the vehicle 1 by outputting a command signal to the drive circuit of the first plasma actuator 3 based on the vehicle state related to the attitude and driving state of the vehicle. I do. Further, the computer 9 outputs a command signal to the drive circuit of the second plasma actuator 4 based on the vehicle state, thereby driving the second plasma actuator 4 to assist in changing the course of the vehicle 1 or to change the route of the vehicle 1. And control spin.

  FIG. 6 is a flowchart showing a procedure for executing the drive control of the first plasma actuator 3 and the second plasma actuator 4. The drive control of the first plasma actuator 3 and the second plasma actuator 4 is executed through the computer 9.

  The computer 9 determines whether or not the vehicle 1 is moving forward in the process of step 101 (S101) in FIG. 6, and determines in the process of S102 whether or not the vehicle speed is equal to or higher than a specified value at which an airflow along the vehicle 1 can occur. Judge. If it is determined in S101 that the vehicle 1 is not moving forward, or if it is determined in S102 that the vehicle speed is not higher than the specified value, the process proceeds to S104. The computer 9 puts the first plasma actuator 3 and the second plasma actuator 4 into a standby mode as a process of S104, thereby stopping the driving of the first plasma actuator 3 and the second plasma actuator 4.

  On the other hand, if it is determined in S101 that the vehicle 1 is moving forward, and if it is determined in S102 that the vehicle speed is equal to or higher than the specified value, the process proceeds to S103. The computer 9 controls the driving of the first plasma actuator 3 and the second plasma actuator 4 based on the vehicle state related to the attitude and the driving state of the vehicle 1 detected by various sensors as the process of S103.

Next, the operation of the attitude control device of the vehicle 1 will be described.
The computer 9 grasps the inclination state (inclination angle, inclination direction) of the vehicle 1 with respect to the horizontal plane based on the signal from the three-axis acceleration sensor 10 and, based on the signals from the stroke sensors 11 to 14, inclines the vehicle 1 with respect to the road surface. Also grasp the state (inclination angle, inclination direction). Incidentally, when the vehicle 1 is traveling on a horizontal road surface, the inclination state of the vehicle 1 with respect to the horizontal plane and the inclination state of the vehicle 1 with respect to the road surface match.

  The computer 9 controls the airflow along the vehicle 1 in a direction that suppresses the inclination of the vehicle 1 with respect to the horizontal plane, whether the road surface on which the vehicle 1 travels is horizontal or inclined with respect to the horizontal plane while the vehicle 1 is traveling forward. The first plasma actuator 3 is drive-controlled based on the inclination angle and the inclination direction of the vehicle 1 with respect to the horizontal plane so that the force based on the first plasma actuator acts. If the vehicle 1 is traveling on a horizontal road surface at this time, the force based on the airflow along the vehicle 1 suppresses the inclination of the vehicle 1 with respect to the road surface (horizontal plane) by the drive control of the first plasma actuator 3. It works in the direction that you do.

  In the vehicle 1, such as when decelerating while traveling on a horizontal road surface, as shown in FIG. 7, a forward downward inclination (nose dive) occurs with respect to the road surface, or when accelerating while traveling on a horizontal road surface, as shown in FIG. 8. As shown, a squat that rises forward may occur. When the vehicle 1 descends, as shown in FIG. 9, the vehicle 1 inclines forward and downward with respect to the horizontal plane (hereinafter, referred to as descending inclination), while when the vehicle 1 climbs a slope, as shown in FIG. The vehicle 1 leans forward (hereinafter, referred to as uphill slope) with respect to the horizontal plane.

Here, suppression of the nose dive, squat, hill-climbing slope, and descending slope of the vehicle 1 by controlling the attitude of the vehicle 1 will be described in detail.
[Nose dive, suppression of descending slope]
When the vehicle 1 traveling on a horizontal road surface has a nose dive (FIG. 7), or when the vehicle 1 has a descending slope (FIG. 9), the computer 9 outputs a signal to the right front of the vehicle 1. The first left, right and left rear first plasma actuators 3 are respectively driven and controlled as follows. That is, by the drive control of the first plasma actuators 3 at the right front and the left front of the vehicle 1, the force based on the airflow along the vehicle 1 at the front of the vehicle 1 is increased upward as shown by arrows in FIGS. To act. On the other hand, the driving force of the first plasma actuators 3 at the rear right and rear left portions of the vehicle 1 causes the above-mentioned force to act downward at the rear portion of the vehicle 1 as indicated by arrows in FIGS. 7 and 9. .

  Thereby, the nose dive (FIG. 7) of the vehicle 1 and the inclination of the descending plate (FIG. 9) can be suppressed. By suppressing the nose dive, it is possible to prevent the occupant from feeling bad riding comfort due to the nose dive, and also to suppress a decrease in the exercise performance of the vehicle 1 due to the nose dive. Further, by suppressing the descending inclination of the vehicle 1, it is possible to suppress the occupant from feeling bad riding comfort due to the inclination.

[Squat control of slope incline]
On the other hand, when the vehicle 1 traveling on a horizontal road surface has a squat (FIG. 8), or when the vehicle 1 has an uphill slope (FIG. 10), the computer 9 transmits the vehicle 1 through the computer 9. The first plasma actuators 3 at the front left, rear right, and rear left are respectively driven and controlled as follows. That is, by the drive control of the first plasma actuators 3 at the right front and the left front of the vehicle 1, the above-mentioned force acts downward at the right front and the left front of the vehicle 1 as shown by arrows in FIGS. To be. On the other hand, by the drive control of the first plasma actuators 3 at the rear right and rear left portions of the vehicle 1, the above-mentioned force acts upward at the rear portion of the vehicle 1 as shown by arrows in FIGS. .

  As a result, the squat (FIG. 8) of the vehicle 1 can be suppressed, and the slope uphill (FIG. 10) can be suppressed. By suppressing the squat, it is possible to prevent the occupant from feeling bad riding comfort due to the squat, and to suppress a decrease in the exercise performance of the vehicle 1 due to the squat. In addition, by suppressing the slope of the vehicle 1 from climbing, it is possible to suppress the occupant from feeling poor riding comfort due to the slope.

  In the vehicle 1, the road surface may be inclined downward (right roll) as shown in FIG. 11, such as when changing course to the left while traveling on a horizontal road surface, or when traveling on a horizontal road surface. In some cases, such as when changing the course in the direction, the road surface may be inclined leftward (left roll) as shown in FIG. Further, when the road surface is inclined rightward and downward as shown in FIG. 13, the vehicle 1 inclines downward and rightward with respect to the horizontal plane (hereinafter referred to as right inclination), while the vehicle 1 is inclined as shown in FIG. If the vehicle 1 has a left-sloping one-sided slope, the vehicle 1 tilts to the left with respect to the horizontal plane (hereinafter, referred to as left-sloping).

Here, the suppression of the right roll, the left roll, the right tilt, and the left tilt of the vehicle 1 by controlling the attitude of the vehicle 1 will be described in detail.
[Right roll, right tilt suppression]
When the vehicle 1 traveling on a horizontal road surface has a right roll (FIG. 11) or when the vehicle 1 has a right inclination (FIG. 13), the computer 9 controls the right front portion of the vehicle 1, The left front, right rear, and left rear second plasma actuators 4 are respectively driven and controlled as follows. That is, by the drive control of the second plasma actuators 4 at the right front and right rear of the vehicle 1, the above-mentioned force acts upward at the right front and right rear of the vehicle 1 as shown by arrows in FIGS. To be. On the other hand, by the drive control of the second plasma actuators 4 at the left front and the left rear of the vehicle 1, the above-mentioned force acts downward at the left front and the left rear of the vehicle 1 as shown by arrows in FIGS. To be.

  Thereby, the right roll (FIG. 11) of the vehicle 1 or the right inclination (FIG. 13) can be suppressed. By suppressing the right roll, it is possible to prevent the occupant from learning the inferior riding comfort due to the right roll, and to suppress a decrease in the exercise performance of the vehicle 1 due to the right roll. In addition, by suppressing the right inclination of the vehicle 1, it is possible to prevent the occupant from feeling bad riding comfort due to the inclination.

[Control of left roll and left tilt]
On the other hand, when the vehicle 1 traveling on a horizontal road surface has a left roll (FIG. 12) or a left inclination (FIG. 14) of the vehicle 1, the right front portion of the vehicle 1 is transmitted through the computer 9. , The left front portion, the right rear portion, and the left rear portion of the second plasma actuator 4 are respectively driven and controlled as follows. That is, by the drive control of the second plasma actuators 4 at the right front and right rear of the vehicle 1, the above-mentioned force acts downward at the right front and right rear of the vehicle 1 as shown by arrows in FIGS. To be. On the other hand, by the drive control of the second plasma actuators 4 at the front left and rear left portions of the vehicle 1, the above-mentioned force acts upward at the front left and rear portions of the vehicle 1 as shown by arrows in FIGS. To be.

  Thereby, the left roll (FIG. 12) of the vehicle 1 and the left inclination (FIG. 14) can be suppressed. By suppressing the left roll, it is possible to prevent the occupant from feeling bad riding comfort due to the left roll, and also to suppress a decrease in the exercise performance of the vehicle due to the left roll. Further, by suppressing the left inclination of the vehicle 1, it is possible to prevent the occupant from feeling bad riding comfort due to the inclination.

  The computer 9 grasps a course change and spin of the vehicle 1 based on signals from the three-axis acceleration sensor 10 and the steering angle sensor 15. The computer 9 controls the driving of the second plasma actuator 4 so as to assist the course change to the right and the course to the left of the vehicle 1 and the second plasma to suppress the right spin and the left spin of the vehicle 1. The drive of the actuator 4 is controlled.

  Here, the assist of the vehicle 1 to change the course to the right, the assist to change the course to the left, the suppression of the right spin, and the suppression of the left spin by the drive control of the second plasma actuator 4 will be described in detail.

[Assistance for changing course to the right]
When the vehicle 1 intends to change the course to the right as shown in FIG. 15, the second plasma actuators 4 at the right front, left front, right rear, and left rear of the vehicle 1 through the computer 9 are as follows. Is controlled. That is, by the drive control of the second plasma actuators 4 at the right front and the left front of the vehicle 1, the above-described force acts on the right front and the left front of the vehicle 1 toward the right in the vehicle width direction. By the drive control of the second plasma actuators 4 at the right rear and the rear left of the vehicle 1, the above-mentioned force acts on the right rear and the rear left of the vehicle 1 toward the left. As a result, the course change to the right of the vehicle 1 is assisted.

[Assist in changing course to the left]
When the vehicle 1 intends to change the course to the left as shown in FIG. 16, the second plasma actuators 4 at the front right, front left, rear right, and rear left of the vehicle 1 through the computer 9 are as follows. Is controlled. That is, by the drive control of the second plasma actuators 4 at the right front and the left front of the vehicle 1, the above-described force acts on the left front in the vehicle width direction at the right front and the left front of the vehicle 1, By the drive control of the second plasma actuators 4 at the rear right and rear left portions of the vehicle 1, the above-described force acts rightward at the rear right and rear left portions of the vehicle 1. As a result, the course change of the vehicle 1 to the left is assisted.

[Right spin suppression]
When the vehicle 1 attempts to spin right as shown in FIG. 17, the second plasma actuators 4 of the right front, left front, right rear, and left rear of the vehicle 1 are controlled by the computer 9 as follows. Is done. That is, the drive control of the second plasma actuators 4 at the right front and the left front of the vehicle 1 causes the force to act toward the left in the vehicle width direction at the right front and the left front of the vehicle 1. On the other hand, by the drive control of the second plasma actuators 4 at the right rear and the left rear of the vehicle 1, the above-described force acts rightward at the right rear and the left rear of the vehicle 1. As a result, the right spin of the vehicle 1 is suppressed.

[Suppression of left spin]
When the vehicle 1 attempts to spin left, the second plasma actuators 4 at the right front, the left front, the right rear, and the rear left of the vehicle 1 are controlled through the computer 9 as follows. That is, by the drive control of the second plasma actuators 4 at the right front and the left front of the vehicle 1, the above-described force acts on the right front and the left front of the vehicle 1 toward the right in the vehicle width direction. On the other hand, by the drive control of the second plasma actuators 4 at the rear right and rear left portions of the vehicle 1, the above-described force acts to the left at the rear right portion and rear left portion of the vehicle 1. As a result, left spin of the vehicle 1 is suppressed.

According to the embodiment described in detail above, the following effects can be obtained.
(1) When the vehicle 1 is traveling on a horizontal road surface, the force based on the airflow along the vehicle 1 causes the vehicle 1 to tilt with respect to the road surface (horizontal plane) by the drive control of the first plasma actuator 3 through the computer 9. Since the vehicle 1 acts in the restraining direction, the occupant is prevented from feeling bad riding comfort due to the inclination of the vehicle 1 with respect to a horizontal road surface. Therefore, the comfort of the occupant in the vehicle 1 can be improved.

  (2) The nose dive and squat of the vehicle 1 traveling on a horizontal road surface and the direction in which the descending slope and the ascending slope of the vehicle 1 are suppressed by drive control of the first plasma actuator 3 through the computer 9. The above-mentioned force is caused to act. As a result, the occupant is prevented from having a poor riding comfort due to the inclination of the vehicle 1 with respect to the horizontal plane, and the occupant's comfort in the vehicle 1 is improved. Further, it is also possible to suppress a decrease in the exercise performance of the vehicle 1 due to the nose dive and the squat.

  (3) The drive control of the first plasma actuator 3 through the computer 9 suppresses the right and left rolls of the vehicle 1 traveling on a horizontal road surface and the right and left inclinations of the vehicle 1 when they occur. The force acts in the direction. As a result, the occupant is prevented from having a poor riding comfort due to the inclination of the vehicle 1 with respect to the horizontal plane, and the occupant's comfort in the vehicle 1 is improved. Further, it is also possible to suppress a decrease in the exercise performance of the vehicle 1 due to the right roll and the left roll.

  (4) The drive control of the second plasma actuator 4 through the computer 9 assists the vehicle 1 in changing the course when the vehicle 1 attempts to change the course, and the spin is controlled when the vehicle 1 tries to spin. It will be suppressed. The kinetic performance of the vehicle 1 can be improved through the assist of the course change and the suppression of the spin.

The above embodiment can be modified, for example, as follows.
-It is not always necessary to provide the second plasma actuator 4.
-The mode of attaching the first plasma actuator 3 and the second plasma actuator 4 to the vehicle 1 may be changed as appropriate. For example, as shown in FIGS. 19 (a) and (b), only the first plasma actuator 3 is attached to the front part and the rear part of the vehicle 1 one by one, or as shown in FIGS. 20 (a) and (b). One first plasma actuator 3 may be attached to the front of the vehicle 1 and two first plasma actuators 3 may be attached to the rear of the vehicle 1. Further, as shown in FIGS. 20A and 20B, the second plasma actuator 4 may be attached only to the right front part and the left front part of the vehicle 1.

  The first plasma actuator 3 is driven such that the force based on the airflow along the vehicle 1 acts in a direction to suppress the inclination of the vehicle 1 with respect to the road surface, regardless of whether the road surface on which the vehicle 1 runs is horizontal or not. You may make it control. In this case, a decrease in running stability of the vehicle 1 due to the inclination of the vehicle 1 with respect to the road surface is suppressed, and thus a decrease in the kinetic performance of the vehicle 1 is suppressed. Even in this case, if the road surface on which the vehicle 1 travels is horizontal, the first plasma actuator 3 is driven such that the force based on the airflow along the vehicle 1 acts in a direction to suppress the inclination of the vehicle 1 with respect to the horizontal plane. Will be done.

  -Although the vehicle was illustrated as a vehicle to which the attitude control device is applied, it may be applied to a motorcycle. In this case, the first plasma actuator 3 is attached to a front part and a rear part of the motorcycle. By controlling the driving of the first plasma actuator 3, the nose dive and squat of the motorcycle when traveling on a horizontal road surface are suppressed, and the descending slope and the climbing slope of the motorcycle are suppressed. Is performed.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Wheel, 3 ... First plasma actuator, 4 ... Second plasma actuator, 5 ... Dielectric, 6 ... Electrode, 7 ... Electrode, 8 ... Electrode, 9 ... Computer, 10 ... 3-axis acceleration sensor, 11: stroke sensor, 12: stroke sensor, 13: stroke sensor, 14: stroke sensor, 15: steering angle sensor, 16: vehicle speed sensor.

Claims (6)

A vehicle attitude control device that includes a plasma actuator that is mounted on the vehicle and driven to adjust an airflow along the traveling vehicle, and controls a vehicle attitude through drive control of the plasma actuator.
A sensor for detecting a vehicle state related to a vehicle attitude and a driving state,
At least when the vehicle is traveling on a horizontal road surface, the plasma actuator is actuated based on a vehicle state detected by the sensor so that a force based on an airflow along the vehicle acts in a direction to suppress the inclination of the vehicle with respect to the road surface. A control unit for driving control;
An attitude control device for a vehicle, comprising:   The control unit grasps at least an inclination state of the vehicle with respect to a horizontal plane based on the vehicle state detected by the sensor, and suppresses the inclination of the vehicle with respect to the horizontal plane when a road surface on which the vehicle travels is inclined with respect to the horizontal plane. The attitude control device for a vehicle according to claim 1, wherein the plasma actuator is driven so that the force acts on the vehicle.   The control unit grasps at least an inclination state of the vehicle with respect to the road surface based on the vehicle state detected by the sensor, and suppresses the inclination of the vehicle with respect to the road surface when the road surface on which the vehicle travels is inclined with respect to a horizontal plane. The vehicle attitude control device according to claim 1, wherein the plasma actuator is driven so that the force acts in a direction.   The plasma actuator includes a plurality of electrodes that extend in parallel and are separated by a dielectric, and are attached to a front portion and a rear portion of the vehicle so as to extend in the vehicle width direction, respectively, and one of an upper side and a lower side of the vehicle The vehicle attitude control device according to any one of claims 1 to 3, wherein the vehicle is driven through the control unit so that the force acts on the vehicle.   The vehicle attitude control device according to claim 4, wherein the plasma actuator is attached to a right front portion and a left front portion of the vehicle, and is attached to a right rear portion and a left rear portion of the vehicle. The vehicle attitude control device according to claim 4 or 5,
The plasma actuator is a first plasma actuator, and a second plasma actuator having the same structure as the first plasma actuator separately from the first plasma actuator is provided at a right front part, a left front part, a right rear part, and a left rear part of a vehicle, respectively. It is attached to extend in the vertical direction of the vehicle,
The second plasma actuator is driven through the control unit such that a force based on an airflow along the vehicle acts on one of right and left sides in the vehicle width direction,
The control unit also grasps a course change and a spin of the vehicle based on a vehicle state detected by the sensor, and when the course change of the vehicle is performed, the second force is applied in a direction to assist the course change. An attitude control device for a vehicle that drives the second plasma actuator so that the force acts in a direction to suppress the spin when the vehicle spins while driving the plasma actuator.