WO2010106643A1 - Système de commande de mouvement de véhicule - Google Patents

Système de commande de mouvement de véhicule Download PDF

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Publication number
WO2010106643A1
WO2010106643A1 PCT/JP2009/055181 JP2009055181W WO2010106643A1 WO 2010106643 A1 WO2010106643 A1 WO 2010106643A1 JP 2009055181 W JP2009055181 W JP 2009055181W WO 2010106643 A1 WO2010106643 A1 WO 2010106643A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
determination
trailer
control system
motion control
Prior art date
Application number
PCT/JP2009/055181
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English (en)
Japanese (ja)
Inventor
尚志 梶田
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2009/055181 priority Critical patent/WO2010106643A1/fr
Publication of WO2010106643A1 publication Critical patent/WO2010106643A1/fr

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Classifications

    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/20—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger specially for trailers, e.g. in case of uncoupling of or overrunning by trailer
    • 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
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1708—Braking or traction control means specially adapted for particular types of vehicles for lorries or tractor-trailer combinations
    • 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
    • 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
    • B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
    • 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
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/06—Tractor-trailer swaying

Definitions

  • the present invention relates to a vehicle motion control system, and more particularly to a vehicle motion control system capable of appropriately performing sway suppression control.
  • An object of the present invention is to provide a vehicle motion control system capable of appropriately performing sway suppression control.
  • a vehicle motion control system is applied to a vehicle capable of towing a trailer, and is a vehicle motion control system capable of performing sway suppression control for suppressing sway rocking generated in the vehicle.
  • traction determination means for determining whether or not the vehicle is towing a trailer based on a difference between an actual yaw rate of the vehicle and a reference yaw rate calculated from a running state of the vehicle.
  • a vehicle motion control system (Claim 3) is applied to a vehicle capable of pulling a trailer, and vehicle motion control capable of performing sway suppression control for suppressing sway swinging generated in the vehicle.
  • a traction determination means for determining whether or not the vehicle is towing a trailer (hereinafter referred to as traction determination), and a threshold value for determining the start of sway suppression control according to the result of the traction determination.
  • a sway suppression control unit that performs sway suppression control using the threshold set by the threshold setting unit.
  • the vehicle motion control system in this vehicle motion control system, the vehicle pulls the trailer based on the difference between the actual yaw rate of the vehicle and the reference yaw rate calculated from the running state of the vehicle. A determination is made whether or not. In such a configuration, since it is properly determined whether or not the vehicle is towing the trailer, there is an advantage that the sway suppression control is appropriately performed.
  • a threshold value for determining the start of the sway suppression control is set according to the determination result.
  • the threshold value for the start determination of the sway suppression control is set according to whether the trailer is towed or not, for example, (1) by setting the threshold value for the start determination high when the trailer is not towed, The malfunction of the suppression control is prevented, and (2) the threshold value for the start determination is set low when the trailer is pulled, so that the sway suppression control is started early (when the sway swing is small).
  • FIG. 1 is a block diagram showing a vehicle motion control system according to an embodiment of the present invention.
  • FIG. 2 is a flowchart showing the operation of the vehicle motion control system shown in FIG.
  • FIG. 3 is a flowchart showing the comparison value calculation step described in FIG.
  • FIG. 4 is a flowchart showing the traction determination step described in FIG.
  • FIG. 5 is an explanatory diagram showing the relationship between the vehicle speed and the reference yaw rate.
  • FIG. 6 is an explanatory diagram showing the relationship between the actual yaw rate and the reference yaw rate.
  • FIG. 7 is an explanatory diagram showing a vehicle model at the time of acceleration of the vehicle that is pulling the trailer.
  • This vehicle motion control system 1 is a system that controls the motion or behavior of a vehicle (hereinafter referred to as vehicle motion control), and is applied to a vehicle (tractor) 10 that can pull a trailer 20 (see FIG. 1).
  • vehicle motion control system 1 includes a braking force control device 2 and a control unit 3.
  • the vehicle 10 and the trailer 20 are connected by a connecting portion 30 arranged at the rear portion of the vehicle 10.
  • the trailer 20 is a full trailer.
  • the braking force control device 2 is a device that controls the braking force applied to the wheels 11FR to 11RL, and includes a hydraulic circuit 21, wheel cylinders 22FR to 22RL, a brake pedal 23, and a master cylinder 24.
  • the hydraulic circuit 21 includes a reservoir, an oil pump, a hydraulic pressure holding valve, a hydraulic pressure reducing valve, and the like (not shown).
  • the braking force control device 2 applies a braking force to the wheels 11FR to 11RL as follows. That is, (1) During normal operation, when the brake pedal 23 is depressed by the driver, the depression amount is transmitted to the hydraulic circuit 21 via the master cylinder 24. Then, the hydraulic circuit 21 adjusts the hydraulic pressures of the wheel cylinders 22FR to 22RL according to the depression amount of the brake pedal 23.
  • a braking force (braking pressure) is applied to the wheels 11FR to 11RL.
  • a target braking force for each wheel 11FR to 11RL is calculated based on the motion state of the vehicle, and the hydraulic circuit 21 is driven based on this target braking force, and each wheel cylinder 22FR to 22RL. The braking force is controlled.
  • the control unit 3 includes an ECU (Electrical Control Unit) 31 and various sensors 32FL to 37.
  • the various sensors 32 to 37 include, for example, wheel speed sensors 32FL to 32RL that detect wheel speeds of the wheels 11FR to 11RL, a steering angle sensor 33 that detects the steering angle of the vehicle 10, and a yaw rate that detects the actual yaw rate of the vehicle 10.
  • a sensor 34, a longitudinal acceleration sensor 35 for detecting the longitudinal acceleration of the vehicle 10, a lateral acceleration sensor 36 for detecting the lateral acceleration of the vehicle 10, a vehicle speed sensor 37 for detecting the vehicle speed (vehicle speed) of the vehicle 10, and the like are included.
  • the ECU 31 drives the braking force control device 2 based on the output values of the various sensors 32FL to 37. Thereby, vehicle motion control is performed, and ABS (Antilock Brake System) control, VSC (Vehicle Stability Control) control, TRC (Traction Control System) control, sway suppression control described later, and the like are realized.
  • ABS Antilock Brake System
  • VSC Vehicle Stability Control
  • TRC Traction Control System
  • the vehicle motion control system 1 it is determined whether or not the vehicle 10 is towing the trailer 20 (traction determination) when the vehicle is traveling, and the sway suppression control is started according to the result of the tow determination.
  • a determination threshold is set (changed or maintained). This prevents malfunction of sway suppression control when the trailer is not towed, and realizes early start of sway suppression control.
  • Such control is performed, for example, as follows (see FIG. 2).
  • FIG. 7 shows a vehicle model when the vehicle 10 is accelerated.
  • M 1 is the mass of the vehicle 10
  • ⁇ is the yaw rate of the vehicle 10
  • a is the acceleration of the vehicle 10
  • ⁇ is the rudder angle of the vehicle 10
  • r tr is the distance from the center of gravity of the vehicle 10 to the kingpin of the connecting portion 30.
  • ⁇ is a hitch angle between the vehicle 10 and the trailer 20 (an angle formed by the longitudinal center line of the vehicle 10 and the longitudinal center line of the trailer 20)
  • M 2 is the mass of the trailer 20.
  • N tr and f tr are a moment n tr and an external force (tensile load) f tr acting on the vehicle 10, and are generated by the inertial force of the trailer 20 when the vehicle 10 is accelerated or decelerated.
  • These moments n tr and external force f tr are expressed by the following equations (10) and (11). Further, the moment n tr acts on the vehicle 10 with the king pin of the connecting portion 30 as the point of action.
  • step ST1 the steering angle ⁇ , the actual yaw rate ⁇ , the acceleration a (the longitudinal acceleration g x and the lateral acceleration g y ), and the vehicle speed v of the vehicle 10 are acquired. These are acquired as output values of the steering angle sensor 33, the yaw rate sensor 34, the longitudinal acceleration sensor 35, the lateral acceleration sensor 36, and the vehicle speed sensor 37.
  • a reference yaw rate ⁇ 0 is calculated.
  • the reference yaw rate ⁇ 0 [rad / s] is a steering angle acquired in step ST1 [delta], and the lateral acceleration g y and the vehicle speed v, is calculated based on the following equation (1). Further, the reference yaw rate ⁇ 0 changes according to the traveling state (respective output values ⁇ , g y , v) of the vehicle 10 (see FIG. 5).
  • n is a gear ratio
  • L is a wheel base
  • Kh is a stability factor.
  • a comparison value ⁇ is calculated (comparison value calculation step ST3).
  • This comparison value ⁇ is a numerical value used in a traction determination step ST4 described later, and serves as an index for evaluating a change in the actual yaw rate ⁇ when the trailer 20 is pulled.
  • the comparison value ⁇ is calculated as a value obtained by time-integrating the difference ⁇ between the actual yaw rate ⁇ and the reference yaw rate ⁇ 0 (see formula (2)).
  • step ST4 it is determined whether or not the vehicle 10 is towing the trailer 20 (whether or not the trailer 20 is towed) (traction determination step ST4).
  • this traction determination step ST4 when the comparison value ⁇ calculated in step ST3 and the predetermined threshold ⁇ 1 have a relationship of ⁇ > ⁇ 1, it is determined that the vehicle 10 is pulling the trailer (positive determination). The That is, when the vehicle 10 pulling the trailer 20 accelerates and decelerates while turning, a moment n tr acts on the vehicle 10 by the inertial force of the trailer 20 (see FIG. 7).
  • a predetermined comparison value ⁇ is calculated based on the difference ⁇ between the reference yaw rate ⁇ 0 having the steering angle ⁇ and the vehicle speed v as parameters and the actual yaw rate ⁇ , which is the output value of the yaw rate sensor 34, and the comparison value ⁇
  • the predetermined threshold ⁇ 1 By comparing with the predetermined threshold ⁇ 1, it is possible to appropriately determine whether or not the trailer 20 is pulled. If an affirmative determination is made in step ST4, the process proceeds to step ST5, and if a negative determination is made, the process proceeds to step ST6.
  • step ST5 the threshold value for starting determination of sway suppression control is set to a low threshold value (low threshold setting step ST5). That is, when it is determined in step ST4 that the vehicle 10 is pulling the trailer 20, the threshold value for determining the start of the sway suppression control is lowered (or kept at a low threshold value). Thereby, when the trailer 20 is pulled, the sway suppression control is started early (when the sway swing is small), so that the sway swing of the vehicle 10 is effectively suppressed.
  • a low threshold value low threshold setting step ST5
  • step ST6 the threshold value for the start determination of the sway suppression control is set to a high threshold value (high threshold setting step ST6). That is, when it is determined in step ST4 that the vehicle 10 is not towing the trailer 20, the threshold value for determining the start of the sway suppression control is increased (or maintained at a high threshold value). Accordingly, since the sway suppression control is difficult to be started when the trailer 20 is not towed, malfunction of the sway control due to disturbance such as a cross wind or road surface unevenness is appropriately prevented.
  • the threshold for determining the start of the sway suppression control is generally defined by an estimated value based on the steering angle ⁇ of the vehicle and the actual yaw rate ⁇ .
  • the threshold for determining start is defined by the amplitude of the actual yaw rate ⁇ .
  • a reference threshold value for example, amplitude 10 [deg / s] of actual yaw rate ⁇
  • a threshold value lower than this threshold for example, amplitude 5 [deg / s] of actual yaw rate ⁇
  • the threshold value used as a reference is a threshold value set when the trailer 20 is not towed, and the value is set so that the sway control does not malfunction due to disturbance such as a cross wind or road surface unevenness when the trailer 20 is not towed. Is set.
  • the low threshold value is a threshold value set when the trailer 20 is pulled, and is lower than a reference threshold value.
  • step ST7 and step ST8 the start determination of the sway suppression control is performed based on the threshold set in step ST5 or step ST6 (ST7), and when the predetermined start condition is satisfied, the sway suppression control is performed. (ST8).
  • the control unit 3 calculates target braking forces of the wheels 11FR to 11RL based on the output values of the various sensors 32FL to 37 (see FIG. 1).
  • This target braking force is a braking force necessary to suppress the sway swing.
  • the braking force control device 2 drives the hydraulic circuit 21 based on this target braking force to control the braking force of each wheel cylinder 22FR to 22RL. Thereby, when the trailer 20 is pulled, the sway swing of the vehicle 10 is appropriately suppressed.
  • Whether or not 10 is towing the trailer 20 is determined (traction determination step ST4). That is, it is determined whether the vehicle 10 is towing the trailer by paying attention to the fact that the oversteering tendency and the understeering tendency of the vehicle 10 are different between when the trailer 20 is towed and when it is not towed.
  • the sway suppression control (ST8) is appropriately performed.
  • the vehicle 10 pulls the trailer 20 using the general configuration of the vehicle (configuration required for ABS control, VSC control, TRC control, etc.). It can be appropriately determined whether or not.
  • a threshold value for determining the start of the sway suppression control is set according to the determination result.
  • the threshold value for the start determination of the sway suppression control is set according to whether the trailer 20 is towed or not, for example, (1) By setting the threshold value for the start determination high when the trailer 20 is not towed The malfunction of the sway suppression control is prevented, and (2) when the trailer 20 is towed, the start determination threshold is set low, so that the sway suppression control is started early (when the sway swing is small). The Accordingly, there is an advantage that the sway suppression control of the vehicle 10 is appropriately performed.
  • the threshold value for determining the start of the sway suppression control is raised (ST6).
  • the start determination threshold value is set high when the trailer 20 is not towed, thereby preventing malfunction of the sway suppression control.
  • the threshold value for determining the start of the sway suppression control is lowered (ST5).
  • the start determination threshold is set low, so that the sway suppression control is started early.
  • the traction determination of the trailer 20 is performed based on the comparison value ⁇ (see Formula (2)) calculated by time integration of the difference ⁇ between the actual yaw rate ⁇ and the reference yaw rate ⁇ 0. (See FIG. 2 and FIG. 3).
  • the comparison value ⁇ is calculated as a value obtained by cumulatively adding the time-dependent difference ⁇ .
  • the traction determination of the trailer 20 is not limited to this, based on the comparison value ⁇ calculated by the duration when the difference ⁇ between the actual yaw rate ⁇ and the reference yaw rate ⁇ 0 exceeds the predetermined threshold ⁇ 2. ) May be performed (not shown).
  • the comparison value ⁇ can be easily calculated as compared with the configuration in which the difference ⁇ between the actual yaw rate ⁇ and the reference yaw rate ⁇ 0 is integrated over time to calculate the comparison value ⁇ .
  • the comparison value calculation step ST3 When the threshold ⁇ is larger than the predetermined threshold ⁇ 1 ( ⁇ > ⁇ 1), it is determined (positive determination) that the vehicle 10 is pulling the trailer (ST4).
  • the comparison value ⁇ of the traction determination (ST4) is reset when the determination condition of the traction determination (ST4) changes. That is, in this embodiment, the comparison value ⁇ of the traction determination (ST4) is calculated as a value obtained by integrating the difference ⁇ between the actual yaw rate ⁇ that changes with time and the predetermined comparison value ⁇ 1 (see formula (2)). Has been. Therefore, if the determination condition of the traction determination (ST4) changes due to a change in the traveling condition of the vehicle 10 or disconnection of the trailer 20, the comparison value ⁇ may not be used continuously. Therefore, by resetting the comparison value ⁇ under a predetermined condition, there is an advantage that the traction determination of the trailer 20 is properly performed.
  • the comparison value calculation step ST3 is performed as follows (see FIG. 3). First, it is determined whether or not to reset the comparison value ⁇ (comparison value reset determination step ST31). In this determination step ST31, when the comparison value ⁇ satisfies a predetermined reset condition, a determination (positive determination) is made to reset the comparison value ⁇ .
  • the predetermined reset condition include (1) when the steering angle ⁇ is equal to or smaller than a predetermined threshold, (2) when the vehicle speed v is equal to or smaller than the predetermined threshold, and (3) when the ignition is switched from OFF to ON. included.
  • the determination result of the traction determination (ST4) is reset when the determination condition of the traction determination (ST4) changes. That is, if the determination condition of the traction determination (ST4) changes due to a change in the traveling condition of the vehicle 10, the determination result of the previous traction determination (ST4) may not be used continuously. Therefore, there is an advantage that the traction determination of the trailer 20 is properly performed by resetting the determination result of the previous traction determination (ST4) under a predetermined condition.
  • the traction determination (ST4) is prohibited when the determination condition of the traction determination (ST4) changes. That is, if the determination condition of the traction determination (ST4) changes, the traction determination may not be performed properly. Therefore, there is an advantage that the sway suppression control is properly performed by prohibiting the traction determination (ST4) under a predetermined condition.
  • the traction determination step ST4 is performed as follows (see FIG. 4).
  • step ST41 it is determined whether or not the determination result of the previous (already performed) traction determination (ST4) is to be reset (ST41).
  • step ST41 when the ignition is switched from OFF to ON, the memory of the ECU 31 is reset, so that the previous determination result is also reset. Further, (3) when ABS control or the like is being performed, it is considered that the determination condition is fluctuating. Therefore, it is preferable that the previous determination result is reset. If an affirmative determination is made in step ST41, the previous determination result is reset (reset step ST42), and then the process proceeds to step ST43. In the reset step ST42, specifically, a process of returning the determination result of the traction determination (ST4) to a default value (for example, “not towing the trailer”) is performed. On the other hand, if a negative determination is made, step ST42 is skipped and the process proceeds to step ST43.
  • step ST43 it is determined whether to prohibit (skip) the traction determination (ST44) of the vehicle 10.
  • a determination affirmative determination that prohibits the traction determination is performed. For example, (1) when the steering angle ⁇ of the vehicle 10 is equal to or greater than a predetermined value, (2) when the vehicle speed v is equal to or less than the predetermined value, (3) ABS control, VSC control, or TRC of the vehicle 10 This includes when control is being performed.
  • a steering angle of the vehicle 10 [delta] is when more than a predetermined value, the lateral acceleration g y that acts on the vehicle 10 becomes excessive, and (2) the vehicle speed v is at a predetermined value or less, acting on the vehicle 10 since the lateral acceleration g y is too small, there may not properly perform the towing determination (ST44).
  • the tire when ABS control or the like is being performed, the tire may be at the grip limit, so the determination conditions may vary and the traction determination (ST44) may not be performed properly. Therefore, in these cases, the traction determination (ST44) is prohibited.
  • step ST43 If an affirmative determination is made in this determination step ST43, the traction determination (ST44) is skipped and a determination that the vehicle 10 is not towing the trailer (determination of the traction determination step ST4) is performed. (ST46), based on this determination result, the sway suppression control is not performed and the process is terminated (see FIG. 2). On the other hand, if a negative determination is made, the process proceeds to step ST44.
  • step ST44 it is determined whether or not the vehicle 10 is towing the trailer (traction determination step ST44).
  • the comparison value ⁇ calculated in step ST3 is compared with a predetermined threshold ⁇ 1, and when ⁇ > ⁇ 1, it is determined that the vehicle 10 is pulling the trailer (positive determination).
  • a determination is made that the vehicle 10 is pulling the trailer an affirmative determination in traction determination step ST4.
  • ST45 a determination that the vehicle 10 is pulling the trailer
  • a negative determination in tow determination step ST4 is made (ST46).
  • the threshold ⁇ 1 is defined based on the acceleration a of the vehicle 10. For example, when the acceleration a of the vehicle 10 is a> 0, the threshold ⁇ 1 is set to a negative value ( ⁇ 1 ⁇ 0), and when the acceleration a is a ⁇ 0, the threshold ⁇ 1 is a positive value ( ⁇ 1 ⁇ 0). ) Is set.
  • the threshold value ⁇ 1 is set to a negative numerical value ( ⁇ 1 ⁇ 0), and the acceleration a and the predetermined threshold value are set.
  • the threshold ⁇ 1 is preferably set to a positive numerical value ( ⁇ 1 ⁇ 0). That is, by using the threshold value a1 for the acceleration a, the traction determination (ST4) can be performed in consideration of the offset in the relational expression between the threshold value ⁇ 1 and the acceleration a. Thereby, the determination accuracy of the traction determination (ST4) is improved.
  • threshold ⁇ 1 is not limited thereto, and may be set as appropriate according to the specifications of the vehicle 10 and the trailer 20, travel conditions, and the like.
  • the vehicle motion control system according to the present invention is useful in that sway suppression control can be appropriately performed.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un système de commande de mouvement de véhicule (1) qui est appliqué à un véhicule (10) pouvant tracter une remorque (20) et qui peut exécuter une commande de suppression de basculement afin de supprimer le basculement qui se produit dans le véhicule (10). Le système de commande de mouvement de véhicule (1) détermine si le véhicule (10) tracte la remorque (20) ou non sur la base d'une différence entre une vitesse de lacet réelle du véhicule (10) et une vitesse de lacet de référence qui est calculée à partir des conditions de déplacement du véhicule (10). La commande de suppression de basculement est exécutée sur la base, par exemple, du résultat de détermination de la traction.
PCT/JP2009/055181 2009-03-17 2009-03-17 Système de commande de mouvement de véhicule WO2010106643A1 (fr)

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PCT/JP2009/055181 WO2010106643A1 (fr) 2009-03-17 2009-03-17 Système de commande de mouvement de véhicule

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PCT/JP2009/055181 WO2010106643A1 (fr) 2009-03-17 2009-03-17 Système de commande de mouvement de véhicule

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015041042A1 (fr) * 2013-09-19 2015-03-26 日立オートモティブシステムズ株式会社 Appareil de commande de véhicule
WO2019074088A1 (fr) * 2017-10-12 2019-04-18 株式会社アドヴィックス Dispositif de commande de fonctionnement pour véhicule tracteur
JP2019073037A (ja) * 2017-10-12 2019-05-16 株式会社アドヴィックス 牽引車両の運動制御装置
JP2019073038A (ja) * 2017-10-12 2019-05-16 株式会社アドヴィックス 牽引車両の運動制御装置

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JPS63279954A (ja) * 1987-01-09 1988-11-17 Sumitomo Electric Ind Ltd 車輪回転速度制御装置
JPH10236289A (ja) * 1997-02-25 1998-09-08 Toyota Motor Corp 連結車のトレーラブレーキ制御装置
JP2000177556A (ja) * 1998-12-21 2000-06-27 Toyota Motor Corp 車輌の運動制御装置
JP2006076373A (ja) * 2004-09-08 2006-03-23 Toyota Motor Corp 懸架システム
JP2008001127A (ja) * 2006-06-20 2008-01-10 Nissan Motor Co Ltd タイヤの摩擦状態判定装置、自動車及びタイヤの摩擦状態判定方法
JP2008183970A (ja) * 2007-01-29 2008-08-14 Nissan Diesel Motor Co Ltd Ｃｍｓブレーキの制御装置及びその制御方法

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Publication number Priority date Publication date Assignee Title
JPS63279954A (ja) * 1987-01-09 1988-11-17 Sumitomo Electric Ind Ltd 車輪回転速度制御装置
JPH10236289A (ja) * 1997-02-25 1998-09-08 Toyota Motor Corp 連結車のトレーラブレーキ制御装置
JP2000177556A (ja) * 1998-12-21 2000-06-27 Toyota Motor Corp 車輌の運動制御装置
JP2006076373A (ja) * 2004-09-08 2006-03-23 Toyota Motor Corp 懸架システム
JP2008001127A (ja) * 2006-06-20 2008-01-10 Nissan Motor Co Ltd タイヤの摩擦状態判定装置、自動車及びタイヤの摩擦状態判定方法
JP2008183970A (ja) * 2007-01-29 2008-08-14 Nissan Diesel Motor Co Ltd Ｃｍｓブレーキの制御装置及びその制御方法

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015041042A1 (fr) * 2013-09-19 2015-03-26 日立オートモティブシステムズ株式会社 Appareil de commande de véhicule
JP2015058832A (ja) * 2013-09-19 2015-03-30 日立オートモティブシステムズ株式会社 車両制御装置
CN105492288A (zh) * 2013-09-19 2016-04-13 日立汽车系统株式会社 车辆控制装置
WO2019074088A1 (fr) * 2017-10-12 2019-04-18 株式会社アドヴィックス Dispositif de commande de fonctionnement pour véhicule tracteur
JP2019073037A (ja) * 2017-10-12 2019-05-16 株式会社アドヴィックス 牽引車両の運動制御装置
JP2019073038A (ja) * 2017-10-12 2019-05-16 株式会社アドヴィックス 牽引車両の運動制御装置
JP7003555B2 (ja) 2017-10-12 2022-01-20 株式会社アドヴィックス 牽引車両の運動制御装置

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