US20120179349A1 - Vehicle Motion Control Device - Google Patents

Vehicle Motion Control Device Download PDF

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Publication number
US20120179349A1
US20120179349A1 US13/395,015 US201013395015A US2012179349A1 US 20120179349 A1 US20120179349 A1 US 20120179349A1 US 201013395015 A US201013395015 A US 201013395015A US 2012179349 A1 US2012179349 A1 US 2012179349A1
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United States
Prior art keywords
vehicle
acceleration
lateral
longitudinal acceleration
deceleration
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Abandoned
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US13/395,015
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English (en)
Inventor
Makoto Yamakado
Shinjiro SAITO
Atsushi Yokoyama
Junya Takahashi
Tatsuya Yoshida
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Hitachi Astemo Ltd
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Hitachi Automotive Systems Ltd
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Assigned to HITACHI AUTOMOTIVE SYSTEMS, LTD. reassignment HITACHI AUTOMOTIVE SYSTEMS, LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: SAITO, SHINJIRO, TAKAHASHI, JUNYA, YOSHIDA, TATSUYA, YAMAKADO, MAKOTO, YOKOYAMA, ATSUSHI
Publication of US20120179349A1 publication Critical patent/US20120179349A1/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/119—Conjoint control of vehicle sub-units of different type or different function including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/02—Control of vehicle driving stability
    • B60W30/045—Improving turning performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/30—ESP control system
    • B60T2270/302—ESP control system for all-wheel drive vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/14—Yaw
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/30—Wheel torque

Definitions

  • the present invention relates to a vehicle motion control system capable of controlling the driving forces and braking forces of four wheels.
  • a command value for automatically performing acceleration/deceleration that is coordinated with steering operations is disclosed, for example, in Non-Patent Document 1 ((Eq. 1)).
  • the sgn (signum) term is a term provided so that the operation above may be attained with respect to both right corners and left corners. Specifically, an operation may be attained where deceleration is performed at turn-in upon starting steering, deceleration is suspended once at steady turn (since lateral jerk becomes zero), and acceleration is performed upon starting to ease steering when exiting the corner.
  • Non-Patent Document 3 because it becomes unstable (divergent) when vehicle behavior transitions to a region in a phase plane for vehicle sideslip angle ⁇ and vehicle sideslip angular speed ( ⁇ _dot) that is apart from the origin and where the signs of ⁇ and ⁇ _dot are the same (the first and third quadrants), it is effective when used in the determination for activating the sideslip prevention system.
  • the vehicle is stabilized by applying different brake hydraulic pressures on the left and right wheels based on sideslip information, generating decelerating forces that differ between the left and the right, and generating a yaw moment in a direction in which the sideslip angle becomes smaller.
  • Non-Patent Documents 1 and 2 It is indicated in Non-Patent Documents 1 and 2 that this control method is extracted from brake and accelerator operations corresponding to steer operations that an expert driver performs voluntarily, and that there is a possibility that it would not feel unnatural even if there is automatic intervention from a normal region, and improvements in the mechanical rationality, maneuverability, and stability of this control method are presented as simulation results.
  • this control does not guarantee that, should the sideslip angle inadvertently become large for some reason, it will be reduced for certain.
  • the acceleration/deceleration control command represented by (Eq. 1) becomes zero, and a stable state is entered while the vehicle is still drifting.
  • Non-Patent Document 3 operates based on sideslip information, no guidance is provided with respect to operating from the normal region where there is little or no sideslip. Further, from the perspective of “understeer” prevention, which is a forte of “G-Vectoring control,” it would mean that the “sideslip prevention system” is such that a moment is introduced only after sideslip has occurred to some significant extent. Thus, control tends to be after the fact, requiring a large moment to reduce understeer. As a result, there are concerns that the understeer reducing effect would become smaller, while causing an unnatural feel due to excessive deceleration.
  • An object of the present invention is to provide a vehicle drive control system that reliably reduces sideslip in the critical driving region, feels less unnatural, and enables an improvement in safety performance.
  • the present invention is a vehicle motion control system capable of independently controlling driving forces and braking forces of four wheels, comprising: a first mode in which substantially the same driving force and braking force are generated with respect to left and right wheels among the four wheels based on a longitudinal acceleration/deceleration control command that is coordinated with a lateral motion of the vehicle; and a second mode in which different driving forces and braking forces are generated with respect to the left and right wheels among the four wheels based on a target yaw moment derived from sideslip information of the vehicle, wherein the first mode is selected when the target yaw moment is equal to or less than a predefined threshold, and the second mode is selected when the target yaw moment is greater than the threshold.
  • a vehicle drive control system that feels less unnatural and enables an improvement in safety performance may be provided.
  • FIG. 1 is a diagram showing the overall configuration of a vehicle motion control system according to the present invention.
  • FIG. 2 is a diagram showing lateral acceleration and lateral jerk estimation using a vehicle model of the present invention.
  • FIG. 3 is a diagram showing lateral acceleration and lateral jerk estimation using an acceleration sensor of the present invention.
  • FIG. 4 is a diagram showing a concept of the present invention where estimated signals and measured signals complement each other.
  • FIG. 5 is a diagram showing a process from entry to exit for a left corner with respect to a G-vectoring controlled vehicle of the present invention.
  • FIG. 6 shows charts indicating time series data from when the travel path in FIG. 5 is traveled.
  • FIG. 7 is a diagram showing the application of a positive yawing moment by left and right differential braking forces/driving forces of the present invention.
  • FIG. 8 is a diagram showing the application of a negative yawing moment by left and right differential braking forces/driving forces of the present invention.
  • FIG. 9 is a diagram showing a process from entry to exit for a left corner with respect to a sideslip prevention controlled vehicle of the present invention.
  • FIG. 10 shows charts indicating time series data from when the travel path in FIG. 9 is traveled.
  • FIG. 11 is a diagram showing a control block of a vehicle motion control system according to the present invention.
  • FIG. 12 is a diagram showing forces, accelerations and a yawing motion exerted on a vehicle.
  • FIG. 13 is a diagram showing yaw moments resulting from load shifts by G-Vectoring control of the present invention.
  • FIG. 14 is a diagram showing a flowchart for G-Vectoring control and sideslip prevention control of the present invention.
  • FIG. 15 shows charts indicating time series data during fused control of G-Vectoring and sideslip prevention of the present invention.
  • FIG. 16 shows charts indicating time series data during fused control of G-Vectoring and sideslip prevention of the present invention.
  • FIG. 17 is a diagram showing control effects of the present invention observed in a “g-g” diagram.
  • FIG. 18 is a diagram showing a situation where a mountainous area in a snowy region is being traveled.
  • FIG. 19 is a diagram showing a situation where a slope is being descended.
  • FIG. 20 is a diagram showing a longitudinal acceleration feedback loop of the present invention.
  • FIG. 21 is a diagram showing a situation where a bumpy road is traveled.
  • FIG. 22 shows charts indicating changes in steer response due to changes in road surface characteristics.
  • FIG. 23 is a diagram showing a control selector and multi-information display of the present invention.
  • FIG. 1 The overall configuration of an embodiment of a vehicle motion control system of the present invention is shown in FIG. 1 .
  • a vehicle 0 is of a so-called by-wire system, and there is no mechanical link between the driver and the steering mechanism, acceleration mechanism and deceleration mechanism.
  • the vehicle 0 is a four-wheel-drive vehicle (All Wheel Drive: AWD vehicle) that drives a left rear wheel 63 and a right rear wheel 64 with a motor 1 , while driving a left front wheel 61 with a left front wheel motor 121 , and a right front wheel 62 with a right front wheel motor 122 .
  • a driving force distribution mechanism 2 capable of freely distributing the torque of the motor across the left and right wheels is so mounted as to be connected with the motor 1 .
  • Differences in power source e.g., electric motors, internal combustion engines, etc., are not particularly relevant to the present invention.
  • the configuration is such that the driving forces and braking forces of the four wheels are freely controllable. The configuration is presented in detail below.
  • the left front wheel 61 , the right front wheel 62 , the left rear wheel 63 , and the right rear wheel 64 are each equipped with a brake rotor, a wheel speed sensing rotor, and, on the vehicle-side, a wheel speed pickup, thereby providing a configuration that allows the wheel speed of each wheel to be sensed.
  • a central controller 40 which is a vehicle motion control system, via a pedal controller 48 .
  • This processing includes therein torque distribution information that is in accordance with “sideslip prevention control” as an object of the present invention.
  • a power train controller 46 controls the outputs of the motor 1 , the left front wheel motor 121 , and the right front wheel motor 122 .
  • the output of the motor 1 is distributed across the left rear wheel 63 and the right rear wheel 64 at the optimal ratio via the driving force distribution mechanism 2 , which is controlled by the power train controller 46 .
  • An accelerator reaction motor 51 is also connected to the accelerator pedal 10 , and reactions are controlled by the pedal controller 48 based on a computed command of the central controller 40 .
  • the central controller 40 which is a vehicle motion control system, is a vehicle motion control system capable of independently controlling the driving forces and braking forces of the four wheels.
  • the left front wheel 61 , the right front wheel 62 , the left rear wheel 63 , and the right rear wheel 64 are each equipped with a brake rotor, and, on the vehicle-side, a caliper that decelerates the wheel by pinching the brake rotor with pads (not shown).
  • the caliper is hydraulic, or electric with an electric motor for each caliper.
  • Each caliper is controlled by a brake controller 451 (for the front wheels) or 452 (for the rear wheels) based generally on a computed command of the central controller 40 .
  • a brake reaction motor 52 is also connected to the brake pedal 11 , and reactions are controlled by the pedal controller 48 based on a computed command of the central controller 40 .
  • braking forces and driving forces that differ between the left and right wheels would be generated based on sideslip angle information, however, what contributes as a yaw moment is the difference between the left and right braking forces or driving forces. Accordingly, in order to create this difference, there may be unordinary operations, such as driving one side while braking the other.
  • An integrated control command under such circumstances is such that a command is determined in an integrated manner by the central controller 40 and appropriately controlled via the brake controllers 451 (for the front wheels) and 452 (for the rear wheels), the power train controller 46 , the motor 1 , and the driving force distribution mechanism 2 .
  • the steering system of the vehicle 0 is of a steer-by-wire structure where there is no mechanical link between the driver's steering angle and the tire turning angle. It comprises power steering 7 , which includes therein a steering angle sensor (not shown), steering 16 , a driver steering angle sensor 33 , and a steering controller 44 .
  • the amount by which the driver steers the steering 16 is sensed by the driver steering angle sensor 33 , and is processed at the central controller 40 via the steering controller 44 . In accordance with this amount, the steering controller 44 then controls the power steering 7 .
  • a steer reaction motor 53 is also connected to the steering 16 , and reactions are controlled by the steering controller 44 based on a computed command of the central controller 40 .
  • the amount by which the driver steps on the brake pedal 11 is sensed by a brake pedal position sensor 32 , and is processed at the central controller 40 via the pedal controller 48 .
  • a group of motion sensors of the present invention are next discussed. With respect to sensors that measure the motion of the vehicle in the present embodiment, there are provided an absolute vehicle speed meter, a yaw rate sensor, an acceleration sensor, etc. In addition to the above and at the same time, vehicle speed and yaw rate are estimated with a wheel speed sensor, yaw rate and lateral acceleration are estimated using vehicle speed, steering angle, and vehicle motion models, and so forth.
  • the vehicle 0 is equipped with a millimeter wave vehicle ground speed sensor 70 , and longitudinal speed V x and lateral speed V y may be sensed independently.
  • the wheel speed of each wheel is inputted to the brake controller 451 or 452 as mentioned above.
  • the absolute vehicle speed may be estimated by averaging the wheel speeds of the front wheels (non-driven wheels).
  • the configuration is such that the absolute vehicle speed (V x ) is measured accurately, even in cases where all four wheels decrease in wheel speed at the same time, by using the method disclosed in JP Patent Application Publication (Kokai) No. 5-16789 A (1993) and adding signals of the wheel speeds and of an acceleration sensor that senses the vehicle's longitudinal acceleration.
  • it also incorporates a feature that estimates the yaw rate of the vehicle body by obtaining the difference between the left and right wheel speeds of the front wheels (non-driven wheels), thereby improving the robustness of sensing signals.
  • the configuration is such that the estimated absolute vehicle speed is compared and referenced against the signal of the millimeter wave vehicle ground speed sensor 70 , and each complements the other if some anomaly were to occur in either of the signals.
  • the lateral acceleration sensor 21 , the longitudinal acceleration sensor 22 , and the yaw rate sensor 38 are disposed near the center of gravity.
  • differentiating circuits 23 and 24 which obtain jerk information by differentiating the outputs of their respective acceleration sensors.
  • a differentiating circuit 25 for obtaining a yaw angular acceleration signal by differentiating the sensor output of the yaw rate sensor 38 .
  • each sensor in order to make the presence of the differentiating circuits clear, each sensor is shown to be provided with one.
  • acceleration signals may be inputted directly to the central controller 40 , and differentiation processes may be performed after various processes have been performed.
  • the yaw angular acceleration of the vehicle body may be obtained by performing a differentiation process within the central controller 40 .
  • the present embodiment also employs a method of estimating lateral acceleration and lateral jerk.
  • a method of estimating lateral acceleration estimated value G ye and lateral jerk estimated value G ye — dot based on steering angle ⁇ is discussed using FIG. 2 .
  • stability factor A and wheel base 1 are parameters unique to the vehicle, and are empirically derived constant values.
  • lateral acceleration G y of the vehicle may be represented through the following equation, (Eq. 3), where V is the vehicle speed, ⁇ _dot the rate of change in the vehicle's sideslip angle, and r the yaw rate.
  • ⁇ _dot is a motion within the linear range of tire force, and is a quantity that may be omitted as being negligible.
  • lateral acceleration G ye-wod is calculated by multiplying yaw rate r, for which dynamic characteristics have been disregarded as mentioned earlier, by vehicle speed V. This lateral acceleration does not take into account the dynamic characteristics of the vehicle having response lag characteristics in the low frequency region. This is for the following reason. In order to obtain lateral jerk information G y — dot of the vehicle, time-discrete differentiation needs to be performed on lateral acceleration G y .
  • a method in which lateral acceleration and lateral jerk are thus calculated using the steering angle is advantageous in that the influence of noise is suppressed, while reducing the response lag of lateral acceleration and lateral jerk.
  • this estimation method omits sideslip information of the vehicle and ignores non-linear characteristics of tires, should the sideslip angle become significant, it would be necessary to measure and utilize the actual lateral acceleration of the vehicle.
  • FIG. 3 shows a method of obtaining lateral acceleration G ys and lateral jerk information G ys — dot for control using sensed signal G yso of the lateral acceleration sensor 21 . Since it contains noise components, e.g., bumps on the road surface, etc., the sensor signal also needs to be passed through a low-pass filter (time constant T lpfs ) (not for dynamics compensation).
  • a low-pass filter time constant T lpfs
  • a method is employed where both signals are used in a complementary fashion as shown in FIG. 4 .
  • An estimated signal (indicated with the index “e” for “estimated”) and a sensed signal (indicated with the index “s” for “sensed”) are to be multiplied by a gain, which varies based on sideslip information (sideslip angle ⁇ , yaw rate r, etc.), and added.
  • This variable gain K je (where K je ⁇ 1) with respect to lateral jerk estimated signal G ye — dot is so varied as to assume a greater value in a region where the sideslip angle is small, and to assume a smaller value as sideslip increases.
  • variable gain K js (where K js ⁇ 1) with respect to lateral jerk sensed signal G ys — dot is so varied as to assume a smaller value in a region where the sideslip angle is small, and to assume a greater value as sideslip increases.
  • variable gain K ge (where K ge ⁇ 1) with respect to lateral acceleration estimated signal G ye is so varied as to assume a greater value in a region where the sideslip angle is small, and to assume a smaller value as sideslip increases.
  • variable gain K gs (where K gs ⁇ 1) with respect to lateral acceleration sensed signal G ys is so varied as to assume a smaller value in a region where the sideslip angle is small, and to assume a greater value as sideslip increases.
  • a system configuration and a method of estimating lateral acceleration and lateral jerk according to the first embodiment of the present invention have thus far been discussed (and these are incorporated as logic within the central controller 40 ).
  • a “longitudinal acceleration/deceleration control command coordinated with lateral motion” and a “yaw moment control command calculated derived from sideslip information of the vehicle” are discussed.
  • Non-Patent Document 1 An outline of acceleration/deceleration control coordinated with lateral motion is, for example, presented in Non-Patent Document 1.
  • Non-Patent Document 2 a lateral and longitudinal motion coordinated control strategy of an expert driver may thus be partially simulated.
  • G x DC in (Eq. 1) is a deceleration component that is not coordinated with lateral motion (an acceleration/deceleration command that is inputted by the driver or automatically based on external information). It is a term that is required in cases where there is anticipatory deceleration when a corner is ahead or where there is a zone speed command. It is noted that longitudinal acceleration/deceleration control command G xc is equivalent to target longitudinal acceleration/deceleration control command G xt .
  • the sgn (signum) term is a term provided so that the operation above may be attained with respect to both right corners and left corners. Specifically, an operation may be attained where deceleration is performed at turn-in upon starting steering, deceleration is suspended once at steady turn (since lateral jerk becomes zero), and acceleration is performed upon starting to ease steering when exiting the corner. Accelerating/decelerating in accordance with lateral jerk may be construed as decelerating when lateral acceleration increases and accelerating when lateral acceleration decreases.
  • FIG. 5 assumes a common travel scene where a corner is entered and exited, namely, straight road A, transition zone B, steady turn zone C, transition zone D, and straight zone E. In this case, it is assumed that no acceleration/deceleration operation is performed by the driver.
  • FIG. 6 shows charts where steering angle, lateral acceleration, lateral jerk, longitudinal acceleration/deceleration control command as calculated through (Eq. 1), and the braking forces/driving forces of the four wheels ( 61 , 62 , 63 , 64 ) are represented as time history waveforms.
  • braking forces and driving forces are so distributed as to assume the same value between the left and the right (the inner side and the outer side). This will be discussed in detail later.
  • braking force/driving force is used herein to collectively refer to forces of the respective wheels that are generated in the vehicle longitudinal direction, where braking force is defined as a force in a direction that decelerates the vehicle, and driving force as a force in a direction that accelerates the vehicle.
  • the vehicle enters the corner from straight road zone A.
  • transition zone B point 1 to point 3
  • the vehicle's lateral acceleration G y increases.
  • Lateral jerk G y dot assumes a positive value while lateral acceleration is increasing near point 2 (and returns to zero at 3, at which point lateral acceleration ceases to increase).
  • transition zone D points 5 to 7
  • the vehicle's lateral acceleration G y decreases.
  • the vehicle's lateral jerk G y — dot is negative, and, according to (Eq. 1), longitudinal acceleration/deceleration control command G xc is generated with respect to the controlled vehicle.
  • driving forces (with a plus sign) of generally the same magnitude would be applied to the front outer, front inner, rear outer, and rear inner wheels.
  • this motion is represented in a “g-g” diagram depicting the acceleration mode occurring with respect to the vehicle, where the horizontal axis represents longitudinal acceleration and the vertical axis lateral acceleration, a characteristic motion that transitions in a smooth and curved fashion is observed.
  • This signifies that the longitudinal acceleration/deceleration control command is so determined as to transition in a curved fashion in the diagram with the passage of time.
  • this curved transition would be a clockwise transition as shown in the diagram.
  • the transition path is inverted about the G x axis, and its transition direction becomes anti-clockwise.
  • FIG. 7 shows schematic diagrams depicting a situation where a yaw moment in an in turning direction (positive) is inputted with respect to an anti-clockwise turn steady state (A) of the vehicle 0 .
  • a lateral motion equation and yawing (rotating) motion equation for the vehicle 0 in the steady state are provided below as (Eq. 4) and (Eq. 5).
  • m is the mass of the vehicle 0
  • G y the lateral acceleration exerted on the vehicle 0
  • F yf the lateral force of the two front wheels
  • F yr the lateral force of the two rear wheels
  • M the yaw moment
  • I Z the yawing moment of inertia of the vehicle 0
  • r_dot the yaw angular acceleration of the vehicle 0 (r being the yaw rate)
  • l f the distance between the center of gravity of the vehicle 0 and the front axle
  • l r the distance between the center of gravity of the vehicle 0 and the rear axle.
  • (B) is an example where a brake is applied only to the inner rear wheel (the left rear wheel 63 ) thereby imparting braking force (F xrl )
  • (C) is an example where, in addition to the above, a brake is also applied to the inner front wheel thereby imparting braking force (F xfl )
  • (D) is an example where, in addition to (C), driving forces (F fxr , F xrr ) are imparted to the outer front and rear wheels.
  • the yawing moment of (Eq. 6) below would act on the vehicle 0 .
  • forces in the forward direction i.e., the driving direction
  • forces in the braking direction negative, where d represents the distance (tread) between the left and right wheels.
  • the combined braking force/driving force of the left front and rear wheels is denoted by F xl
  • the combined braking force/driving force of the right front and rear wheels by F xr .
  • FIG. 8 shows a distribution of braking forces/driving forces that generates a negative direction, i.e., clockwise (restoring side), yaw moment when there is a negative moment, that is, when a left turn is being made.
  • the equation for the yawing motion would be (Eq. 6).
  • both positive and negative yaw moments may be generated.
  • the longitudinal acceleration/deceleration is determined in accordance with the lateral motion in such a manner that a clockwise curved transition would be observed with the passage of time when starting an anti-clockwise motion as viewed from above the vehicle, whereas an anti-clockwise curved transition would be observed with the passage of time when starting a clockwise motion as viewed from above the vehicle.
  • FIG. 9 shows the results of performing “sideslip prevention control” in a situation where, as provided below, “understeer” and “oversteer” occur to cause the vehicle to sideslip and fall off course.
  • FIG. 10 shows charts where the steering angle, the yaw rates including estimated values and the estimated vehicle sideslip angle, which are to be used for “sideslip prevention control” intervention conditions, the yaw moment command derived from the above, the braking forces/driving forces of the four wheels ( 61 , 62 , 63 , 64 ), and the vehicle longitudinal acceleration and lateral acceleration in this case are represented as time history waveforms.
  • yaw rate r ⁇ derived from steering is calculated through (Eq. 2) using stability factor A, wheel base 1 , vehicle speed V, and steering angle ⁇ . Since it takes the driver's steering angle as input, it may be said that it best reflects the driver's intention.
  • yaw rate r Gy derived from lateral acceleration is calculated by omitting, as in (Eq. 3), sideslip angle change ⁇ _dot to obtain (Eq. 7), and dividing lateral acceleration by vehicle speed.
  • This value may be thought of as an indication of the vehicle's orbital speed, and may be thought of as a quantity indicating a vehicle turn limit.
  • yaw rate r s sensed by the yaw rate sensor 38 indicates the actual rotating speed of the vehicle.
  • sideslip angle ⁇ is by definition obtained by calculating arctan(v/u) using the vehicle's longitudinal speed u and the vehicle's lateral speed v, it may be thought of as the angle formed between the vehicle and the travel direction.
  • the arrows passing through the vehicle's center of gravity in FIG. 7 and FIG. 8 indicate the vehicle's travel direction, and the angle formed between that and the vehicle's longitudinal direction is the sideslip angle, where the anti-clockwise direction with respect to the vehicle fixed coordinate system is taken to be positive.
  • FIG. 7 shows a state where the sideslip angle is negative and significant, and where oversteer ⁇ spin is induced.
  • FIG. 8 shows a state where the sideslip angle is positive and significant, and where understeer ⁇ k path departure is induced.
  • m is the vehicle mass
  • Kr the cornering stiffness representing the lateral force gain per unit sideslip angle of the rear wheels.
  • the sideslip angle may be calculated through (Eq. 9) below by independently sensing longitudinal speed V x and lateral speed V y with the millimeter wave vehicle ground speed sensor 70 , or an integration method such as (Eq. 10) may be used.
  • the yaw rate derived from lateral acceleration is compared with the actual yaw rate, and it is determined to be understeer when the actual yaw rate is smaller, and oversteer when greater, and, further, oversteer when the sideslip angle is negative and large.
  • the threshold, dead zone, etc., for the above are adjusted through sensory tests on test drivers, etc.
  • a yaw moment is generally applied in such a manner that the yaw rate and sideslip angle derived from steering would be close to the actual values. Further, the sideslip angle derivative value, etc., are multiplied by a gain that has been so adjusted as to feel natural, and corrections are made using their sum.
  • Braking forces are distributed among the front outer wheel ( 62 in the case of a left turn), the front inner wheel ( 61 ), the rear outer wheel ( 64 ), and the rear inner wheel ( 63 ) so as to assume different values between the left and the right (inside and outside) only when there exists a yaw moment command.
  • the present invention automatically performs acceleration/deceleration in coordination with steering operations and which operates from the normal driving region (G-Vectoring), and seeks to fuse control in which sideslip is reliably reduced in the critical driving region (sideslip prevention control), thereby causing less of an unnatural feel and enabling an improvement in safety performance.
  • G-Vectoring normal driving region
  • sideslip prevention control sideslip prevention control
  • FIG. 11 schematically shows the relationship between a processing control logic of the central controller 40 and an observer that estimates the sideslip angle based on the vehicle 0 , a group of sensors and signals from the sensors (although processed within the central controller 40 ).
  • the logic as a whole generally comprises a vehicle lateral motion model 401 , a G-Vectoring controller unit 402 , a yaw moment controller unit 403 , and a braking force/driving force distribution unit 404 .
  • the vehicle lateral motion model 401 estimates the estimated lateral acceleration (G ye ), target yaw rate r t , and target sideslip angle ⁇ t based on steering angle ⁇ that is inputted from the driver steering angle sensor 33 and on vehicle speed V.
  • the settings are such that target yaw rate r t would be equal to yaw rate r ⁇ mentioned above which is derived from steering.
  • the logic 410 is a logic that calculates lateral acceleration and lateral jerk based on the estimated lateral acceleration (G ye ) that has been estimated, and the actual lateral acceleration that has actually been measured.
  • the G-Vectoring controller 402 determines, of target longitudinal acceleration/deceleration control command G Xt , the component that is coordinated with the present vehicle lateral motion. Further, G x — DC , which is the deceleration component that is not coordinated with the present vehicle lateral motion, is added to calculate target longitudinal acceleration/deceleration control command G Xt , which is then outputted to the braking force/driving force distribution unit 404 .
  • G x — DC is a term that is required in cases where there is anticipatory deceleration when a corner is ahead or where there is a zone speed command.
  • the zone speed command is information that is determined by the coordinates at which the host vehicle lies. It may therefore be determined by matching coordinate data obtained with a GPS, etc., against map information in which zone speed commands are listed.
  • target yaw moment M t is calculated based on respective deviations ⁇ r and ⁇ between target yaw rate r t (r ⁇ ) and the actual yaw rate, and between target sideslip angle ⁇ t and the actual (or estimated) sideslip angle, which is then outputted to the braking force/driving force distribution unit 404 .
  • the braking force/driving force distribution unit 404 determines the braking forces/driving forces (F xfl , F xfr , F xrl , F xrr ) for the four wheels of the vehicle 0 based on target longitudinal acceleration/deceleration control command G xt or on target yaw moment M t .
  • a basic distribution rule will first be presented.
  • IYC indirect yaw moment control
  • central controller 40 which is a vehicle motion control system of the present invention
  • vehicle motion When vehicle motion is considered as motion in a plane, it may be described in terms of (1) longitudinal motion, (2) lateral motion, and rotation about the center of gravity, that is, (3) yawing motion.
  • G-Vectoring control which attains acceleration/deceleration that is coordinated with lateral motion, controls (1) longitudinal acceleration/deceleration, and does not directly control (3) the yawing moment.
  • the yawing moment is “arbitrary” and has some degree of freedom.
  • the “sideslip prevention system” directly controls the (3) yaw moment, and does not control (1) acceleration/deceleration.
  • longitudinal acceleration/deceleration is “arbitrary” and has some degree of freedom.
  • a system is configured so as to have the following two modes.
  • the present invention is able to provide a vehicle drive control system comprising: a first mode (G-Vectoring control), in which, based on longitudinal acceleration/deceleration control command G xc that is coordinated with the lateral motion of the vehicle, driving forces and braking forces that are generally the same are generated with respect to the left and right wheels among the four wheels thereof; and a second mode (sideslip prevention control), in which different driving forces and braking forces are generated with respect to the left and right wheels among the four wheels based on target yaw moment M t derived from the vehicle's sideslip information (steering angle ⁇ , vehicle speed V, yaw rate r, and sideslip angle ⁇ ), wherein the vehicle drive control system causes less of an unnatural feel and enables an improvement in safety performance by being of a configuration where the first mode is selected when target yaw moment M t is equal to or less than pre-defined threshold M th , and where the second mode is selected when the target yaw moment is greater than the threshold
  • the configuration is made to be such that safety is ensured by prioritizing “sideslip prevention control,” and reliably generating a moment.
  • tire lateral force is proportional to tire sideslip angle when the sideslip angle is small, and has saturation properties when the sideslip angle is large. Since it is assumed that the loads on the front and rear wheels are equal, the same lateral force would be generated for the same sideslip angle.
  • the vehicle 0 decelerates based on “G-Vectoring” control value G xt
  • the front wheel load increases as indicated in (Eq. 21)
  • the rear wheel load decreases as indicated in (Eq. 22).
  • lateral force F yf of the front wheels increases, while lateral force F yr of the rear wheels decreases.
  • step ( 1 ) vehicle speed V, yaw rate r, lateral acceleration G y , lateral jerk G y — dot, sideslip angle ⁇ , and sideslip angular speed ⁇ _dot are sensed or estimated (step ( 1 )), and target longitudinal acceleration/deceleration control command G xt that is based on G-Vectoring control rules and that is coordinated with lateral motion is calculated (step ( 2 )). Further, (1) intervention conditions and (2) a control amount, that is, target yaw moment M t , are calculated in such a manner as to reduce the vehicle's sideslip (step ( 3 )). A short description will now be added with respect to target yaw moment M t .
  • a combined moment of a yaw moment on the in turning side which may be expressed as the product of the cornering force generated by the front wheels and the distance from the vehicle's center of gravity to the front axle, and of a yaw moment on the turn stopping side, which may be expressed as the product of the cornering force generated by the rear wheels and the distance from the vehicle's center of gravity to the rear axle, is a restoring yaw moment that naturally occurs with respect to the vehicle when sideslip occurs. Accordingly, if the target yaw moment command is equal to or less than the restoring yaw moment, it would naturally converge to a state with little sideslip without having to apply any yaw moment control.
  • target yaw moment command M t calculated in step ( 3 ) represents a specific control command value for a situation where control is required and as a value in or above the dead zone (if a value simply obtained from sideslip information is in or below the dead zone, M t is made to be zero).
  • This yaw moment command is a basic yaw moment command for a case where no acceleration/deceleration is taking place.
  • step ( 4 ) a determination is made as to whether or not there is a longitudinal acceleration/deceleration control command.
  • a longitudinal acceleration/deceleration control command that is, a case where a transition to step ( 5 ) is made, will be discussed.
  • step ( 5 ) control rules are changed based on the magnitude of target yaw moment M t .
  • a comparison between target yaw moment M t and M th which is a pre-defined threshold, is made, and it is determined whether to perform yaw moment control where the braking and driving forces of the left and right wheels are distributed individually (( 7 ) through ( 10 )), or to perform only G-Vectoring ( 5 ) where generally equal braking and driving forces are distributed between the left and right wheels.
  • the restoring yaw moment for determining the dead zone may be set roughly based on tire characteristics and vehicle specifications, tire characteristics are dependent on load as was discussed in connection with FIG. 13 . Accordingly, taking into consideration the acceleration/deceleration state by G-Vectoring control, which has potential for improving maneuverability and stability, the restoring yaw moment varies in an equivalent manner from moment to moment, and the required yaw moment control amount becomes even less.
  • threshold M th is defined with G-Vectoring control effects taken into consideration [see Non-Patent Document 1] based on the load dependence coefficient of the tires.
  • a comparison is then made with the absolute value of basic yaw moment command M t determined in step ( 3 ), and the configuration is such that if M t is equal to or less than M th , acceleration/deceleration control is performed at an even distribution between the left and right wheels by G-Vectoring control (step ( 6 )).
  • the configuration is such that it includes a logic where, when G-Vectoring control is active, the left/right distribution of braking forces and driving forces is not performed unless the yaw moment control amount exceeds a given threshold. Consequently, when the yaw moment command is small, it operates in the first mode (G-Vectoring (step ( 6 )), and when the yaw moment command is large, it operates in the second mode (side slip prevention control (steps ( 7 ) through ( 10 )).
  • the vehicle longitudinal acceleration attained in the second mode in which different braking forces and/or driving forces are generated with respect to the left and right wheels among the four wheels is correctively controlled in such a manner that braking forces and/or driving forces that are substantially equal are applied to the left and right wheels among the four wheels so that the difference with respect to the longitudinal acceleration/deceleration control command of (G-Vectoring) becomes narrower (see also step ( 9 ) and (Eq. 23) through (Eq. 26)).
  • step ( 10 ) if brake control were to be performed when the G-Vectoring command is zero, deceleration would inevitably occur (step ( 10 )).
  • corrective control may be performed in such a manner as to apply substantially equal braking forces and/or driving forces to the left and right wheels among the four wheels so that the difference with respect to the G-Vectoring control command would be narrower.
  • the present invention is such that it is determined whether or not target longitudinal acceleration/deceleration control command G xt is zero. If target longitudinal acceleration/deceleration control command G xt is not zero and target yaw moment M t is equal to or less than pre-defined threshold M th , the braking forces/driving forces (F xfl , F xfr , F xrl , F xrr ) of the respective wheels of the vehicle are calculated at the braking force/driving force distribution unit 404 based on target longitudinal acceleration/deceleration control command G xt in such a manner that the braking forces/driving forces of the left and right wheels would be distributed in a substantially even manner.
  • the configuration is such that, it is determined whether or not target longitudinal acceleration/deceleration control command G, is zero, and if target longitudinal acceleration/deceleration control command G xt is zero, or if target longitudinal acceleration/deceleration control command G xt is not zero and target yaw moment M t is greater than pre-defined threshold M th , the braking forces/driving forces (F xfl , F xfr , F xrl , F xrr ) of the respective wheels of the vehicle are calculated at the braking force/driving force distribution unit 404 based on target yaw moment M t in such a manner that the braking forces/driving forces of the left and right wheels would be distributed individually.
  • FIG. 15 , FIG. 16 , and FIG. 17 are examples in which the present invention is applied to the scene shown in FIG. 9 and FIG. 10 where only “sideslip prevention control” is applied.
  • FIG. 15 , FIG. 16 , and FIG. 17 are examples in which the present invention is applied to the scene shown in FIG. 9 and FIG. 10 where only “sideslip prevention control” is applied.
  • the locations at which “understeer” and “oversteer” occur in FIG. 16 are the same as those in FIG. 10 and FIG. 15 , there is assumed a case in which there is less fluctuation in the steer characteristics.
  • FIG. 15 shows a longitudinal acceleration/deceleration control command, yaw moment control command, and brake/drive distribution of the respective wheels that are determined in accordance with the lateral motion that occurs in accordance with the steering angle, and the vehicle yaw moment, vehicle longitudinal acceleration, and vehicle lateral acceleration that are brought about thereby.
  • the yaw moment commands for reducing the understeer at locations 2 to 3 and the oversteer at locations 4 to 5 are values with greater absolute values than control activating threshold M th in step ( 5 ) in FIG. 14 (“sideslip prevention control” is active).
  • the dotted line is the longitudinal acceleration/deceleration control command of “G-Vectoring” control only, and the dashed line is the deceleration amount based on the yaw moment command of “sideslip prevention control.” It can be seen that, through braking force/driving force distribution to which (Eq. 23) through (Eq. 26) of the present invention are applied, braking forces are applied to the four wheels over the course of locations 1 to 3, causing an in turning moment.
  • a yaw moment command for reducing understeer occurs across locations 2 to 3.
  • a longitudinal acceleration/deceleration control command while the yaw moment command is less than threshold M th left/right wheel independent braking control/driving control is omitted (the same braking force for the left and right wheels, step ( 6 ) in FIG. 14 ).
  • actual longitudinal acceleration G x may be measured with the longitudinal acceleration sensor 22 and be multiplied by gain K1, or be differentiated to find the longitudinal jerk, and the value obtained by multiplying it with gain K2 may be compared with target longitudinal acceleration/deceleration control command G xt , and braking forces/driving forces F xff and F xrr may be determined based on deviation ⁇ G x thereof.
  • the “s” in K2s is the Laplace operator, and feeds back a partial derivative to improve response.
  • the actual acceleration of the vehicle may be measured using, for example, derivatives of the wheel speed, and grade estimation may be performed.
  • the present invention is so configured as to reduce the sense of jerkiness by using a threshold and not performing control with respect to longitudinal acceleration commands that are equal to or less than the threshold.
  • a threshold is defined with respect to the absolute value of the longitudinal acceleration control command in the present embodiment, as an idea in which a threshold is employed with respect to frequency, actual actuator control may also be performed based on vehicle longitudinal acceleration commands that have been passed through a low-pass filter that only allows the frequency of the vehicle's lateral motion (2 Hz at most) through. It would thus be possible to reduce the sense of jerkiness in the longitudinal direction even in cases where there are bumps in the road.
  • the sense of continuity of motion may be further improved by smoothing the control command obtained by select-high by passing it through a low-pass filter.
  • such switching of control modes may be done by the driver with a control selector 81 (switching means) installed within the vehicle cabin.
  • AUTOMATIC carries out mode switching automatically, and is configured in such a manner that linear combination, select-high, and the respective gains for the lateral jerk based on a model estimated value and for the lateral jerk based on a measured value are adjusted in accordance with changes in road surface conditions, e.g., traction coefficient, etc.
  • the configuration is such that, by way of example, braking force/driving force control is performed in accordance with a longitudinal acceleration command and the actual longitudinal acceleration is sensed, and if the actual longitudinal acceleration is significantly less than the command value, it is determined as being a case where the traction coefficient is small, and select-high control is automatically chosen, or the gain for the jerk on the model estimated value side is increased, etc., thereby improving the feel on the hand.
  • mode switching and gain switching may also be of mapped formats in accordance with estimated traction coefficients.
  • this AUTOMATIC mode may be further divided into nimble mode in which the model estimated value jerk gain is set slightly high so that it would move nimbly in response to steering, and comfort mode in which the jerk gain based on measured values is set slightly high to attain a laid-back motion, and so forth.
  • external information may be incorporated to change the gain and mode as emergency avoidance mode.
  • TARMAC is intended mainly for use when traveling on dry paved roads, and a jerk linear combination mode is used. Since it has high responsiveness of vehicle motion with respect to steering, the model estimated lateral jerk and the lateral jerk based on measured values would be roughly the same value. In addition, it is so configured that the gain of the model estimated lateral jerk and the gain of the lateral jerk based on measured values would be roughly the same.
  • GRAVEL is intended mainly for use when traveling on wet roads or dirt roads, and the control threshold indicated in FIG. 21 is so set as to be slightly high.
  • the configuration is such that steerage is improved by having the gain of the model estimated lateral jerk be slightly greater than the gain of the lateral jerk based on measured values.
  • SNOW is intended mainly for use when traveling on snow roads, and the control threshold indicated in FIG. 21 is so set as to be slightly high even in comparison to GRAVEL.
  • select-high control is adopted, and the gain of the model estimated lateral jerk is greater than the gain of the lateral jerk based on measured values.
  • a control system of the present invention appropriate driving operations by the driver are assisted by displaying the control state and the vehicle motion state on the multi-information display 82 within the vehicle cabin.
  • display modes there are provided a plurality of modes for indicating the present vehicle motion state and displaying reference information to help the driver make driving operation decisions, such as by indicating a “g-g” diagram where the horizontal axis represents the vehicle's longitudinal acceleration and the vertical axis the vehicle's lateral acceleration, or time series data of acceleration.
  • the tire braking forces/driving forces, or the generated yaw moment is/are displayed to make the control state clear, thereby indicating whether the vehicle is currently in a “G-Vectoring control state” or a “DYC state.”
  • the aim here is to make the control effect with respect to the presently generated vehicle motion clear, thereby having the vehicle driving operations by the driver be performed more appropriately.
  • “G-Vectoring control” emulates “acceleration/deceleration operations coordinated with lateral motion” performed by an expert driver, and does not independently control the braking forces/driving forces of the four wheels.
  • a comparable motion may be attained without any active involvement in the control by the system. It is speculated that by physically feeling his own driving operations and the vehicle motions that accompany them, and, further, seeing the control state on the multi-information display 82 , the driver will more likely be able to perform “G-Vectoring control” on his own.
  • left and right braking forces or driving forces would be controlled after sideslip has occurred.
  • emergency avoidance if the driver were to perform an abrupt steering operation in order to avoid an obstacle ahead, thereby causing understeer, the occurrence of understeer would first be awaited, and left and right braking forces would then be applied so as to cause a moment that cancels the understeer. In other words, between the occurrence of understeer and its being sensed, there would be a no brake state, and the vehicle would approach the obstacle.
  • a braking force is generated from the moment steering is started by the driver, as a result of which the speed relative to the obstacle is clearly reduced, thereby enabling a significant improvement in emergency avoidance performance.
  • the absolute value of the initial steering angle for performing avoidance becomes smaller, and not as much easing of steering would be necessary after avoidance.
  • a stable avoidance operation may be attained without voluntarily causing the vehicle response to become jerky due to steer response delay (similar effects may be attained when turning a sharp curve as well).
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CN102481930B (zh) 2015-08-19
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EP2484572B1 (en) 2017-07-05
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