WO2011052078A1 - Système de commande de mouvement de véhicule - Google Patents

Système de commande de mouvement de véhicule Download PDF

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Publication number
WO2011052078A1
WO2011052078A1 PCT/JP2009/068709 JP2009068709W WO2011052078A1 WO 2011052078 A1 WO2011052078 A1 WO 2011052078A1 JP 2009068709 W JP2009068709 W JP 2009068709W WO 2011052078 A1 WO2011052078 A1 WO 2011052078A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
wheel
turning
control
lateral acceleration
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PCT/JP2009/068709
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English (en)
Japanese (ja)
Inventor
一平 山崎
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トヨタ自動車株式会社
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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/JP2009/068709 priority Critical patent/WO2011052078A1/fr
Publication of WO2011052078A1 publication Critical patent/WO2011052078A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • 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
    • 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
    • B60W30/02—Control of vehicle driving stability

Definitions

  • the present invention relates to a system for controlling the movement of a vehicle having a single front wheel disposed at the front portion of the vehicle and a left wheel and a right wheel disposed on the left and right of the vehicle behind the front wheel.
  • Patent Document 1 a technique described in Patent Document 1 below as a system for controlling the movement of the vehicle.
  • the technology relates to the control of the turning motion of the vehicle, and more particularly to the control of the left wheel and the right wheel turning and the driving force difference accompanying the turning of the vehicle.
  • Patent Document 2 a vehicle as described in Patent Document 2 below, that is, a vehicle having a single rear wheel provided behind the left wheel and the right wheel in addition to the three wheels has been studied.
  • the motion control related to the vehicle as described above (hereinafter sometimes referred to as a “special wheel arrangement vehicle”) still has room for sufficient improvement. It is possible to improve.
  • This invention is made
  • the vehicle motion control system of the present invention is a vehicle motion control system for the above-described special wheel-arranged vehicle, and the control device has a control device for controlling a front wheel steering device that steers front wheels. Based on the operation of the steering operation member, the control unit determines a target lateral acceleration that is a lateral acceleration that should be generated in the vehicle during the turning of the vehicle, and the actual lateral acceleration that is actually generated in the vehicle is the target lateral acceleration. It is configured to control the amount of steering of the front wheels so as to approach the acceleration.
  • the operation of the steering operation member is performed based on the driver's intention as to what kind of turning the vehicle should perform. Therefore, the turning motion of the vehicle becomes appropriate by turning the front wheels so that the lateral acceleration that should occur in the turning of the vehicle is obtained based on the operation of the steering operation member.
  • a vehicle motion control system for controlling the motion of a vehicle having a single front wheel disposed in the front part of the vehicle and a left wheel and a right wheel disposed on the left and right of the front wheel behind the front wheel. Because A front wheel steering device for steering the front wheels; A left wheel driving braking device and a right wheel driving braking device for applying a driving braking force, which is a force for driving and braking the vehicle, to the left wheel and the right wheel, respectively; A vehicle motion control system comprising: a control device that controls the vehicle.
  • the vehicle motion control system described in this section is a system in the most basic form, and is a premise of the system of the present invention.
  • the vehicle targeted by the system of this aspect is the above-described special wheel arrangement vehicle, and the vehicle may be a three-wheeled vehicle having only the front wheel, the left wheel, and the right wheel, and further, the left wheel and the right wheel. It may be a vehicle having a single rear wheel disposed behind the vehicle (hereinafter sometimes referred to as a “rhombic wheel disposed vehicle”).
  • the “front wheel steering device” in the system of this section may be a device configured to steer the front wheels by the driver's operation force applied to the steering operation member, and has a drive source to operate the steering.
  • It may be configured to be mechanically separated from the member and to steer the front wheels by the force of the drive source while controlling the drive source in accordance with the operation of the steering operation member. It may be a so-called steer-by-wire type device. Note that various types of steering operation members such as a steering wheel, a joystick, and a lever can be adopted as the steering operation member.
  • “Drive / braking force” in this section is a concept for comprehensively or centrally handling the force for driving the wheel and the force for braking the wheel.
  • the force for driving the wheel and the force for braking the wheel can be considered as the force for driving the vehicle and the force for braking the vehicle, respectively.
  • the “left wheel drive braking device” and “right wheel drive braking device” in this section include (a) a drive source such as an engine and a motor and a transmission mechanism for transmitting the force of the drive source as rotation of the wheel. And (b) a hydraulic brake device, an electric brake device, and a braking device such as a brake device (for example, a regenerative brake) that uses an electromotive force of the motor when the drive source is a motor.
  • left wheel drive braking device and the right wheel drive braking device in the aspect of this section are not limited to those that can apply driving force to the left wheel and the right wheel independently of each other, as will be described later. On the other hand, it may be possible to apply a driving and braking force having a magnitude equal to or related to each other.
  • This mode is a mode in which the left wheel drive braking device and the right wheel drive braking device are limited.
  • These driving / braking devices include, for example, a driving device that has a dedicated driving source for each of the left wheel and the right wheel, and is configured so that the left wheel and the right wheel are driven independently. Is possible.
  • the left and right wheels are braked independently, such as a brake-by-wire brake device, a brake device that uses an electromotive force of an electromagnetic motor provided as a dedicated drive source for each of the left and right wheels. It is possible to adopt a brake device.
  • the vehicle motion control system is for controlling the motion of the vehicle further having a single rear wheel disposed behind the left wheel and the right wheel (1) or (2) The vehicle motion control system according to Item.
  • the vehicle motion control system is a system in which the target vehicle is the above rhombus wheel arrangement vehicle.
  • the target rear wheel of the vehicle may be a steered wheel that is steered or a non-steered wheel that is not steered.
  • the “steered wheel” means a wheel that can be set to an arbitrary steered amount by an operation, control, or the like of a steering operation.
  • a wheel whose direction is freely changed like a caster is not a steered wheel but a non-steered wheel.
  • the wheel whose direction is fixed is also a non-steered wheel.
  • This mode is a mode in which the rear wheels are steered wheels.
  • the “rear wheel steering device” in the system of this section is a device configured to steer the rear wheels by the driver's operation force applied to the steering operation member, like the front wheel steering device described above. Alternatively, a so-called steer-by-wire type device may be used.
  • the vehicle motion control system is It is a ratio of left and right wheel shared load that is a share of the left wheel and the right wheel to a front and rear wheel share load that is a share of the front wheel and the rear wheel of the weight of the vehicle body.
  • the specific configuration of the “shared load ratio changing device” in this section is not particularly limited.
  • An apparatus having a configuration as will be described later is also possible.
  • one or more weights (weights) that can be moved are arranged on the vehicle body, and the one or more weights are moved in the front-rear direction. It is also possible to use an apparatus that changes the shared load ratio.
  • the vehicle is configured such that the vehicle body is suspended by a plurality of suspension springs provided corresponding to the front wheel, the rear wheel, the left wheel, and the right wheel
  • the shared load ratio changing device includes: (a) a vertical distance between the front wheel and the vehicle body and a vertical distance between the rear wheel and the vehicle body; and (b) a vertical distance between the left wheel and the vehicle body.
  • the vehicle according to (5) configured to change the shared load ratio by generating a force in a direction to change at least one of a distance and a distance in a vertical direction between the right wheel and the vehicle body.
  • Motion control system configured to change the shared load ratio by generating a force in a direction to change at least one of a distance and a distance in a vertical direction between the right wheel and the vehicle body.
  • the aspect of this section is an aspect in which a limitation relating to the configuration of the shared load ratio changing device is added.
  • the shared load ratio changing device in this section treats the vehicle body as a rigid body, and increases or decreases the distance between the wheel and the vehicle body in the vertical direction (hereinafter sometimes referred to as “wheel vehicle body distance”). It is possible to change the shared load ratio by appropriately applying a force in a direction to be applied (hereinafter, referred to as “wheel vehicle body approaching / separating force”) between each of the four wheels and the vehicle body. . More specifically, for the front and rear wheels, a force is applied between the wheel and the body, and / or for the left and right wheels, the force is separated between the wheel and the body.
  • the shared load ratio can be increased.
  • a force in a direction to separate them is applied between the wheel and the vehicle body, and / or for the left wheel and the right wheel, a force in a direction to make them approach between the wheel and the vehicle body.
  • the shared load ratio can be reduced.
  • the structure for generating the wheel body approaching / separating force is not particularly limited.
  • an actuator that changes the distance between them is arranged to increase the distance.
  • the shared load of the corresponding wheel is reduced by increasing the shared load of the corresponding wheel and, conversely, by reducing the interval.
  • four devices such as so-called electromagnetic dampers (electromagnetic shock absorbers) for applying a force between the wheel and the vehicle body are arranged corresponding to the four wheels, and each of the four devices is used. It is also possible to adopt a configuration in which the share load ratio is changed by applying a force between the corresponding wheel and the vehicle body at an appropriate ratio.
  • the control device The vehicle according to any one of (1) to (6), further including a front wheel turning amount control unit that controls the front wheel turning device to control a turning amount of the front wheel when the vehicle is turning. Vehicle motion control system.
  • the mode of this section is a mode in which the front wheel steering device is the steer-by-wire type steering device described above. If a steer-by-wire type steering device is adopted, for example, the amount of steering of the front wheels does not necessarily have to be controlled to a magnitude corresponding only to the amount of operation of the steering operation member.
  • the amount of steering can be controlled according to various parameters such as speed and vehicle speed. That is, by employing a steer-by-wire type steering device, the degree of freedom in controlling the amount of steering can be made relatively high.
  • the “steering amount” is an index representing the degree of steering of the wheel. For example, the turning angle of the wheel, that is, the turning phase angle with respect to the turning angle position of the wheel when going straight, It becomes a kind.
  • the front wheel turning amount control unit determines a target lateral acceleration that is a lateral acceleration that should be generated in the vehicle during the turning of the vehicle based on an operation of a steering operation member, and is actually generated in the vehicle.
  • the vehicle motion control system according to item (11), configured to control a turning amount of the front wheels so that an actual lateral acceleration that is a lateral acceleration approaches the target lateral acceleration.
  • the aspect of this section is an aspect in which a limitation on the front wheel steering method is added. Since the steering operation member is operated in accordance with the degree and state of the vehicle turning desired by the driver, the operation of the steering operation member becomes an intention display regarding the degree and state of the vehicle turning desired by the driver. On the other hand, the lateral acceleration generated in the vehicle at the time of turning can be considered as the lateral force acting on the vehicle divided by the vehicle weight, and an index indicating the degree and state of the turning (hereinafter referred to as “vehicle turning index”) There is a kind).
  • the amount of steering of the front wheels is not directly controlled based on the operation of the steering operation member, but based on the lateral acceleration that is a kind of vehicle turning index. Controlled.
  • the steering method of the front wheels in the aspect of this section is a unique technique, and the vehicle motion control system of the aspect of this section in which the front wheels are steered by such a steering technique is based on the driver's intention. A suitable turning motion of the vehicle along the road will be realized.
  • a feedback control method based on the deviation of the actual lateral acceleration with respect to the target lateral acceleration can be used. Specifically, it can be realized by control such as P control based on deviation, PI control, PID control.
  • the method for determining the target lateral acceleration is not particularly limited. For example, a method described later, that is, a method of determining the size according to the operation amount of the steering operation member can be adopted, and for example, the operation speed of the steering operation member, the traveling speed of the vehicle A method based on various parameters such as “hereinafter referred to as“ vehicle speed ”in some cases) can be widely adopted.
  • the lateral force that is the basis for the occurrence of the lateral acceleration is a force acting on the vehicle at the wheel. Therefore, when the lateral force acts on the vehicle, the inertia force in the opposite direction acts on the vehicle body.
  • a lateral acceleration sensor provided on the vehicle body may be used to detect the actual lateral acceleration based on the detected value.
  • the mode in this section is a mode in which a limitation on the method for determining the target lateral acceleration is added.
  • the vehicle turning motion as desired by the driver is appropriately realized.
  • the front wheel turning amount is generally small when the vehicle speed is high, and the front wheel turning amount is low when the vehicle speed is low. Becomes bigger.
  • the left wheel driving braking device and the right wheel driving braking device are configured to be able to apply the driving braking force to the left wheel and the right wheel independently of each other,
  • the control device is When the vehicle turns, the left wheel drive braking device and the right wheel drive braking device are controlled to control a left and right wheel drive braking force difference that is a difference between the left wheel drive braking force and the right wheel drive braking force.
  • the vehicle motion control system according to any one of items (1) to (14), further including a left / right wheel drive braking force difference control unit.
  • the aspect of this section is an aspect configured to control the movement of the vehicle by making a difference between the driving force of the left wheel and the driving force of the right wheel. For example, by making a difference between the driving and braking force of the left wheel and the right wheel that are turning outer wheels (wheels farther from the turning center) and the driving force of the turning inner wheel (wheels closer to the turning center) Can also change the orientation of the vehicle. For example, the yaw rate of the vehicle during vehicle turning can be controlled by the difference in driving force.
  • the aspect of this section is an aspect in which the turning motion of the vehicle is controlled by controlling the driving / braking force difference. According to the aspect of this section, it is possible to realize a vehicle turning motion with good characteristics.
  • the “driving braking force difference” may be a difference in driving force between the left and right wheels by the above-described driving device, or may be a difference in braking force between the left and right wheels by the above-described braking device.
  • the difference when the vehicle is accelerating or when the vehicle speed is maintained, the difference is mainly the driving force, and when the vehicle is decelerating, the difference is mainly the braking force.
  • the left and right wheel driving braking force difference control unit determines a target yaw rate that is a yaw rate to be realized in turning of the vehicle based on an operation of a steering operation member, and uses a yaw rate actually generated in the vehicle.
  • the vehicle motion control system according to item (14), configured to control the left and right wheel drive braking force difference so that a certain actual yaw rate approaches the target yaw rate.
  • the aspect of this section is an aspect in which a limitation relating to the control method of the driving / braking force difference is added.
  • the operation of the steering operation member serves as an intention display regarding the degree and state of the vehicle turning desired by the driver.
  • the yaw rate of the vehicle at the time of vehicle turning is also a kind of vehicle turning index described above.
  • the driving / braking force difference is not directly controlled based on the operation of the steering operation member, but is controlled based on the yaw rate, which is a kind of vehicle turning index.
  • the control method of the driving / braking force difference in the aspect of this section is a unique technique, and according to the vehicle motion control system of the aspect of this section in which the driving / braking force difference is controlled by such a control method, the driver's An appropriate vehicle turn according to the intention is realized.
  • the control of the driving / braking force difference in the aspect of this section can use, for example, a feedback control method based on the deviation of the actual yaw rate with respect to the target yaw rate, similarly to the control of the front wheel turning amount described above. is there. Specifically, it can be realized by control such as P control based on deviation, PI control, PID control.
  • the actual yaw rate can be detected by using a yaw rate sensor provided on the vehicle body.
  • the method for determining the target yaw rate is not particularly limited.
  • a method described later that is, a method of determining a size corresponding to the operation amount of the steering operation member divided by the vehicle speed can be adopted, and for example, the operation of the steering operation member can be adopted.
  • a method based on various parameters such as the amount, the operation speed of the steering operation member, and the vehicle speed can be widely adopted.
  • the aspect of this section with the control of the front wheel turning amount based on the lateral acceleration described above.
  • the followability to the change in the target lateral acceleration responsiveness to the lateral acceleration
  • the followability to the change in the target yaw rate Both responsiveness with respect to yaw rate are good. That is, it is considered that one of these two controls functions to assist the other control.
  • the effect of the combination of the two controls is higher when the vehicle speed is high than when the vehicle speed is low. In this sense, it is particularly desirable to execute the combination of the two controls at least when the vehicle speed is high.
  • the left and right wheel drive braking force difference control unit is configured to determine the target yaw rate to a size according to the operation amount of the steering operation member divided by the traveling speed of the vehicle ( The vehicle motion control system according to item 15).
  • the aspect of this section is an aspect in which a limitation relating to the target yaw rate determination method is added. According to the aspect of this section, the vehicle turning as desired by the driver is appropriately realized. By the way, according to the determination method of this aspect, even when the operation amount of the steering operation member is the same, the vehicle yaw rate generally increases when the vehicle speed is high, and the vehicle yaw rate decreases when the vehicle speed is low. .
  • the vehicle motion control system is The vehicle further has a single rear wheel disposed behind the left wheel and the right wheel, and controls the movement of the vehicle, and includes a rear wheel steering device that steers the rear wheel,
  • the control device is The vehicle according to any one of (11) to (16), further including a rear wheel turning amount control unit that controls a rear wheel turning device to control a turning amount of the rear wheel when the vehicle turns. Vehicle motion control system.
  • the aspect of this section is an aspect in which the rear-wheel steering device is the steer-by-wire type steering device described above when the vehicle to be subjected to motion control is the rhombus-wheel-arranged vehicle. If a steer-by-wire type steering device is used to control the steering of the rear wheels, for example, the turning characteristics of the vehicle with rhombus wheels can be improved. As in the case of the front wheels, the amount of steering of the rear wheels does not necessarily have to be controlled to a magnitude corresponding to the amount of operation of the steering operation member, and the degree of freedom in controlling the amount of steering is relatively high. Is possible.
  • the rear wheels are steered in phase with the front wheels, and if they are in opposite directions, the rear Let's say that the wheels are steered in the opposite phase to the front wheels.
  • the rear wheel may be steered in the same phase with respect to the front wheel, or may be steered in the opposite phase. For example, it is possible to control the rear wheel steering so that it is determined in accordance with the vehicle speed.
  • the rear wheels are steered in phase with respect to the front wheels in consideration of the running stability of the vehicle, and when the vehicle speed is low, the turning performance of the vehicle (vehicle In view of, for example, improvement in performance regarding ease of changing the direction, it is possible to perform control such that the rear wheels are steered in the opposite phase to the front wheels.
  • the vehicle performs a turning motion with a relatively large lateral acceleration and a relatively small yaw rate.
  • the vehicle performs a turning motion in which the lateral acceleration generated in the vehicle is relatively small and the yaw rate is relatively large.
  • the control device A front wheel turning amount control unit that controls the front wheel turning device to control the turning amount of the front wheel during turning of the vehicle;
  • the front wheel turning amount control unit determines a target lateral acceleration that is a lateral acceleration that should be generated in the vehicle during the turning of the vehicle based on the operation of the steering operation member, and the lateral acceleration actually generated in the vehicle is determined. It is configured to control the amount of steering of the front wheels so that a certain actual lateral acceleration approaches the target lateral acceleration,
  • the rear wheel turning amount control unit controls the rear wheel turning device so that the approach to the target lateral acceleration of the actual lateral acceleration realized by the control by the front wheel turning amount control unit is assisted.
  • the vehicle motion control system according to item (17), which is configured to control a turning amount of the rear wheel.
  • the aspect of this section is an aspect in which the method of controlling the rear wheel turning amount is specifically limited when the control of the front wheel turning amount based on the lateral acceleration described above is adopted. According to the aspect of this section, it is possible to improve the followability to the change in the target lateral acceleration described above.
  • the left wheel driving braking device and the right wheel driving braking device are configured to be able to apply the driving braking force to the left wheel and the right wheel independently of each other,
  • the control device is Left and right wheel drive braking force difference control that controls the difference between the left wheel drive braking force and the right wheel drive braking force by controlling the left wheel drive braking device and the right wheel drive braking device when the vehicle is turning.
  • the left and right wheel drive braking force difference control unit determines a target yaw rate that is a yaw rate to be realized in turning of the vehicle based on the operation of the steering operation member, and an actual yaw rate that is actually generated in the vehicle Is configured to control the difference between the driving force of the left wheel and the driving force of the right wheel so as to approach the target yaw rate,
  • the rear wheel turning amount control unit controls the rear wheel turning amount so that the approach of the actual yaw rate to the target yaw rate, which is realized by the control by the left and right wheel drive braking force difference control unit, is assisted.
  • the vehicle motion control system according to item (17), configured to
  • the aspect of this section is an aspect in which the control method of the rear wheel turning amount is specifically limited when the control of the difference in driving force between the left and right wheels based on the yaw rate described above is employed. According to the aspect of this section, it is possible to improve the followability to the change of the target yaw rate described above.
  • the control device A front wheel turning amount control unit that controls the front wheel turning device to control the turning amount of the front wheel during turning of the vehicle;
  • the front wheel turning amount control unit determines a target lateral acceleration that is a lateral acceleration that should be generated in the vehicle during the turning of the vehicle based on the operation of the steering operation member, and the lateral acceleration actually generated in the vehicle is determined.
  • the left wheel driving braking device and the right wheel driving braking device are configured to be able to apply the driving braking force to the left wheel and the right wheel independently of each other,
  • the control device is When the vehicle turns, the left wheel drive braking device and the right wheel drive braking device are controlled to control a left and right wheel drive braking force difference that is a difference between the left wheel drive braking force and the right wheel drive braking force.
  • the left and right wheel drive braking force difference control unit determines a target yaw rate that is a yaw rate to be realized in turning of the vehicle based on the operation of the steering operation member, and is an actual yaw rate generated in the vehicle.
  • the vehicle motion control system according to item (17), configured to control the left and right wheel drive braking force difference so that a yaw rate approaches the target yaw rate.
  • the aspect of this section is an aspect that employs both the control of the front wheel turning amount based on the lateral acceleration described above and the control of the driving force difference between the left and right wheels based on the yaw rate.
  • the rear wheel turning amount control unit approaches the target lateral acceleration of the actual lateral acceleration realized by the control by the front wheel turning amount control unit, and is controlled by the left and right wheel driving braking force difference control unit.
  • the rear wheel turning amount control unit determines the turning amount of the rear wheel when the actual lateral acceleration is smaller than the target lateral acceleration and the actual yaw rate is larger than the target yaw rate.
  • the rear wheel is opposite to the front wheel.
  • the vehicle motion control system according to item (20) or (21), wherein the vehicle motion control system is configured to control the vehicle to steer in the direction of.
  • the aspect of this section is considered as a kind of aspect in which the turning amount of the rear wheel is controlled so as to assist both the approach of the actual lateral acceleration to the target lateral acceleration and the approach of the actual yaw rate to the target yaw rate. be able to. According to the aspect of this section, it is possible to improve both the followability to the change in the target lateral acceleration and the followability to the change in the target yaw rate.
  • the rear wheel turning amount control unit determines a target revolution centripetal acceleration that is a revolution centripetal acceleration that should occur in the vehicle when the vehicle turns, and is an actual revolution centripetal acceleration actually occurring in the vehicle.
  • the vehicle motion control system according to any one of (17) to (22), wherein the turning amount of the rear wheel is controlled so that the revolution centripetal acceleration approaches the target revolution centripetal acceleration. .
  • the lateral acceleration is the lateral acceleration in the coordinate system centered on the vehicle, and the “revolution centripetal acceleration” can be considered as the lateral acceleration in the road surface coordinate system. In other words, it can be considered that the product of the vehicle speed and the yaw rate is subtracted from the lateral acceleration.
  • the mode of this section is a mode of controlling the rear wheel turning amount based on this revolution acceleration.
  • the aspect of this section is an aspect of controlling the rear wheel turning amount so as to assist both the approach of the actual lateral acceleration to the target lateral acceleration and the approach of the actual yaw rate to the target yaw rate.
  • the control of the rear wheel turning amount in the aspect of this section is, for example, the deviation of the actual revolution centripetal acceleration with respect to the target revolution centripetal acceleration, similarly to the control of the front wheel turning amount and the control of the driving force difference between the left and right wheels. It can be realized by the method of feedback control based on. Specifically, it can be realized by control such as P control based on deviation, PI control, PID control. Incidentally, the actual lateral acceleration and the actual yaw rate can be detected by using the lateral acceleration sensor and the yaw rate sensor provided on the vehicle body as described above.
  • the target revolution centripetal acceleration is determined based on, for example, when the target lateral acceleration is determined in the control of the front wheel turning amount and the target yaw rate is determined in the control of the driving force difference between the left and right wheels. That's fine.
  • the deviation of the actual revolution centripetal acceleration with respect to the target revolution centripetal acceleration is the deviation of the actual lateral acceleration with respect to the target lateral acceleration in the control of the front wheel turning amount, and the actual yaw rate with respect to the target yaw rate in the control of the driving force difference between the left and right wheels. May be determined by subtracting the product of the latter and the vehicle speed from the former.
  • the vehicle motion control system controls the motion of the vehicle further having a single rear wheel disposed behind the left wheel and the right wheel, and the weight of the vehicle body of the vehicle
  • the load sharing ratio which is the ratio of the left and right wheel shared load that is shared by the left wheel and the right wheel, to the front and rear wheel shared load that is shared by the front wheel and the rear wheel is changed. Equipped with a shared load ratio change device,
  • the control device is The vehicle motion control system according to any one of (1) to (20), further including a shared load ratio change control unit that controls the shared load ratio by controlling the shared load ratio changing device.
  • the mode of this section is a mode for performing control for the motion of the rhombus wheel arrangement vehicle described above.
  • vehicle motion characteristics corresponding to the shared load ratio can be obtained.
  • the drive performance here means performance related to the magnitude of the propulsive force of the vehicle obtained by the rotation of the left and right wheels, which are drive wheels.
  • the front and rear wheels are resistant to the turning motion of the vehicle. That is, the frictional force between the front and rear wheels and the road surface in the yaw motion of the vehicle (which can be considered as a lateral force generated by the left and right wheels) acts so that the yaw rate of the vehicle is reduced. Therefore, by increasing the share load ratio, the ground contact load of the front and rear wheels can be reduced, and the vehicle with the rhombus wheels can be easily turned so that a relatively large yaw rate is required.
  • the shared load ratio can be changed according to the vehicle speed.
  • the vehicle motion characteristics required for a vehicle with rhombus wheels change depending on the vehicle speed.
  • the shared load ratio change control unit is configured to control the shared load ratio change device so that the shared load ratio is smaller when the traveling speed of the vehicle is high than when the vehicle is low.
  • the vehicle motion control system according to item (32).
  • a vehicle with a rhombus wheel has a relatively large lateral acceleration generated in the vehicle and a relatively small yaw rate of the vehicle in view of the running stability of the vehicle. It is desirable to be controlled to perform a swivel motion. Conversely, when the vehicle speed is low, it is desirable to control the vehicle so as to perform a turning motion in which the lateral acceleration generated in the vehicle is relatively large and the vehicle yaw rate is relatively small in view of improvement in the turning performance of the vehicle. According to the aspect of this section, for the reason described above, when the vehicle speed is high, it is possible to easily cause the vehicle with rhombus wheels to perform a turning motion that requires a relatively large lateral acceleration. On the other hand, when the vehicle speed is low, it is possible to easily cause the vehicle with rhombus wheels to perform a turning motion that requires a relatively large yaw rate.
  • the shared load ratio change control unit is configured such that when the vehicle traveling speed is higher than a set threshold speed, the front and rear wheel shared load is larger than the left and right wheel shared load, and the vehicle traveling speed is (32) or (33), wherein the shared load ratio changing device is configured to control the front and rear wheel shared load to be smaller than the left and right wheel shared load when lower than the set threshold speed.
  • Vehicle motion control system is configured such that when the vehicle traveling speed is higher than a set threshold speed, the front and rear wheel shared load is larger than the left and right wheel shared load, and the vehicle traveling speed is (32) or (33), wherein the shared load ratio changing device is configured to control the front and rear wheel shared load to be smaller than the left and right wheel shared load when lower than the set threshold speed.
  • the aspect of this section is an aspect in which a limitation relating to the magnitude relationship between the front and rear wheel shared load and the left and right wheel shared load is added.
  • the aspect of this section can also be considered as one aspect of the aspect of controlling so as to reduce the shared load ratio when the vehicle speed is high compared to when the vehicle speed is low.
  • FIG. 1 It is a schematic side view of the vehicle carrying the vehicle motion control system which is an Example of claimable invention. It is a conceptual diagram which shows the whole structure of the vehicle shown in FIG. 1, and the vehicle motion control system mounted in the vehicle. It is sectional drawing which shows the left wheel (right wheel) of the vehicle shown in FIG. 1, and the suspension apparatus, drive device, and braking device which were provided with respect to it. It is a figure which shows the front wheel (rear wheel) of the vehicle shown in FIG. 1, and the steering apparatus provided with respect to it. It is a figure which shows notionally the mode of steering of the front wheel and rear wheel by turning control, and the right-and-left wheel drive braking force difference. FIG.
  • FIG. 6 is a graph for comparing and explaining changes in lateral acceleration and yaw rate that occur in a vehicle during turning in a case of turning under turning control and in a case of turning only by turning front wheels.
  • FIG. FIG. 5 is a graph for comparing and explaining changes in lateral acceleration and yaw rate when a lane change is performed in a case of turning under control during turning and in a case of turning only by turning front wheels. It is a graph which shows the change of the ratio of the shared load of the right-and-left wheel with respect to the shared load of the front and rear wheel by shared load ratio change control. It is a figure which shows notionally the mode that the load of a vehicle body is shared by the front-and-rear wheel and a left-right wheel.
  • FIG. 1 shows a vehicle equipped with the vehicle motion control system of the embodiment.
  • This vehicle is a vehicle with rhombus wheels, and is expected as a next generation commuter.
  • the vehicle includes a vehicle body 10, a front wheel 12F provided at a front portion thereof, a left wheel 14L and a right wheel 14R provided respectively at a left portion and a right portion of the vehicle body 10 behind the front wheel 12F, and the left wheel 14L. , And a rear wheel 12R provided behind the right wheel 14R.
  • FIG. 2 showing a plan view of the vehicle, the front wheel 12F and the rear wheel 12R are disposed at the center in the vehicle width direction.
  • the wheel 12 when it is not necessary to distinguish between the front wheel 12F and the rear wheel 12R, it is collectively referred to as the wheel 12, and when it is not necessary to distinguish between the left wheel 14L and the right wheel 14R, it is collectively referred to as the wheel 14. To do. The same applies to the components, parameters, and the like related to the front wheel 12F, the rear wheel 12R, the left wheel 14L, and the right wheel 14R.
  • the front wheel 12F and the rear wheel 12R are steered wheels, and the left wheel 14L and the right wheel 14R are not steered wheels.
  • the left wheel 14L and the right wheel 14R are driving wheels (wheels that are rotationally driven to drive the vehicle), the front wheels 12F and the rear wheels 12R are not driving wheels.
  • the left wheel 14L and the right wheel 14R are used as braking wheels (wheels whose rotation is braked to brake the vehicle), the front wheels 12F and the rear wheels 12R are not used as braking wheels.
  • This vehicle is provided with three operation members as operation members for the driver to operate the vehicle.
  • One of them is a steering wheel 20 that is a steering operation member for causing the vehicle to perform a turning operation
  • the other is an accelerator pedal 22 that is an accelerator operation member for accelerating the vehicle
  • the other is an operation of the vehicle.
  • It is the brake pedal 24 which is a brake operation member for decelerating.
  • this vehicle can be moved not only forward but also backward, but in the following description, only forward is described in order to avoid redundancy of the present specification.
  • the wheel 14 includes a wheel body 30 and a tire 32, as can be seen from FIG.
  • the wheel body 30 is fixed to an axle 34, and the axle 34 is rotatably held by a carrier 36.
  • the carrier 36 is swingable with respect to the vehicle body by a lower arm 38 and an upper arm 40 that are suspension arms constituting the suspension device.
  • a lower end portion of a hydraulic shock absorber 42 is attached to the lower arm 38.
  • the upper end of the shock absorber 42 is supported on the vehicle body via a spring support position adjusting device 44.
  • the spring support position adjusting device 44 is for increasing or decreasing the distance in the vertical direction between the upper end portion of the shock absorber 42 and the support portion of the vehicle body, and includes an electromagnetic motor. By controlling the operation of the motor, it is possible to adjust the support position (hereinafter also referred to as “spring support position”) of the upper end portion of the suspension spring 46, which will be described later, with respect to the vehicle body.
  • the hydraulic shock absorber 42 has a lower tube 48 and an upper tube 50, and can be expanded and contracted by being relatively movable.
  • a lower retainer 52 is fixed to the lower tube 48, and an upper retainer 54 is fixed to the upper tube 50, and the suspension spring 46 is sandwiched between the lower retainer 52 and the upper retainer 54. With such a configuration, the wheel 14 is rotatable and elastically swingable up and down.
  • the carrier 36 has a short cylindrical coil holding portion 58 outside the hub portion 56 that holds the axle 34.
  • a plurality of coils 60 constituting an electromagnetic motor are provided on the outer periphery of the coil holding portion 58. Is retained.
  • a plurality of magnets 62 are disposed on the rim portion of the wheel body 30 along the inner peripheral surface thereof.
  • the plurality of coils 60 and the plurality of magnets 62 face each other, and they constitute a brushless DC motor. That is, the wheel 14 is rotationally driven by an in-wheel motor charged inside the wheel body 30, and the in-wheel motor functions as a driving device 64 in the vehicle.
  • the in-wheel motor also functions as a generator by the rotation of the wheel 14.
  • the drive device 64 is configured to function also as a regenerative brake device by regenerating the current generated by the electromotive force of the motor.
  • a brake disc 66 is fixed to the axle 34.
  • a caliper device 68 that holds a brake pad is fixed to the carrier 36.
  • the caliper device 68 is configured to press the brake pad against the brake disc 66 by the force of the electromagnetic motor. That is, the vehicle has a disc-type braking device 70 constituted by the brake disc 66 and the caliper device 68.
  • the wheel 12 includes a wheel body 80 and a tire 82.
  • the wheel body 80 is sandwiched from the left and right by a pair of hydraulic shock absorbers 84. More specifically, the axle 88 provided on the hub portion 86 of the wheel main body 80 is rotatably held by the bearing portion 90 provided at the lower end of each of the pair of shock absorbers 84, so that the wheel 12. Is made rotatable.
  • Each upper end portion of the pair of shock absorbers 84 is fixed to a support plate 92 extending in the vehicle width direction, and the support plate 92 connects the upper end portions of the pair of shock absorbers 84.
  • a shaft 94 is fixedly attached to the support plate 92, and the shaft 94 is rotatably held by a bearing portion 96 provided on the vehicle body.
  • the shaft 94 extends upward from the bearing portion 96, and the wheel 12 is steered when the steered device 98 rotates the extended portion.
  • the steering device 98 includes an electromagnetic motor, and is configured to steer the wheel 12 at an arbitrary turning angle by controlling the operation of the electromagnetic motor.
  • the steering device 98 has a stopper for preventing the wheels 12 from being steered by 90 ° or more on both the left and right sides.
  • Each of the pair of shock absorbers 84 includes a lower tube 100 and an upper tube 102, and they can be expanded and contracted by being relatively movable.
  • a lower retainer 104 is fixed to the lower tube 100, and each of the pair of suspension springs 108 is sandwiched between the lower retainer 104 of each of the pair of shock absorbers 84 and the support plate 92. With such a configuration, the wheel 12 is elastically swingable up and down.
  • the movement of the vehicle is controlled by a vehicle movement control system whose overall configuration is shown in FIG.
  • This system includes an electronic control unit (hereinafter abbreviated as “ECU”) 130 as a control device that forms the core of the system.
  • the ECU 130 is a computer-based device, such as a left wheel drive device [D L ] 64L, a right wheel drive device [D R ] 64R, a left wheel brake device [B L ] 70L, and a right wheel brake device [B R ].
  • the ECU 130 also has a driver circuit for controlling the operation of the electromagnetic motors of these devices.
  • this vehicle movement system is provided with various sensors as a device which acquires the parameter for control. Specifically, a vehicle speed sensor [v] 132 for detecting the traveling speed (vehicle speed) v of the vehicle, a steering sensor [ ⁇ ] 134 for detecting the operation angle ⁇ of the steering wheel 20, and the operation amount of the accelerator pedal 22 horizontal for detecting a O accelerator sensor for detecting [a O] 136, a brake sensor [b O] 138 for detecting an operation amount b O of the brake pedal 24, the lateral acceleration Gy caused in the vehicle body Acceleration sensor [Gy] 140, yaw rate sensor [ ⁇ ] 142 for detecting the yaw rate ⁇ of the vehicle, left wheel spring support position sensor for detecting the spring support positions h L and h R on the left wheel side and the right wheel side, respectively.
  • a vehicle speed sensor [v] 132 for detecting the traveling speed (vehicle speed) v of the vehicle
  • a steering sensor [ ⁇ ] 134 for detecting the operation angle
  • the front wheel steering angle sensor for detecting the front wheel turning angle [delta] F is the steering amount of the front wheel [[delta] F] 1 6F
  • the rear wheel wheel steering angle sensor [[delta] R] 146R after for detecting wheel steering angle [delta] R after a steering amount of are provided on the vehicle body, their sensors are linked to ECU130 .
  • the lateral acceleration sensor [Gy] is for detecting the lateral acceleration Gy actually generated in the vehicle body.
  • the lateral acceleration Gy actually generated in the vehicle is the lateral acceleration Gy in the opposite direction. In the control of the vehicle motion system, the lateral acceleration Gy generated in the vehicle body is treated as the lateral acceleration Gy actually generated in the vehicle to control the vehicle motion.
  • acceleration / deceleration control which is control for accelerating the vehicle and control for decelerating the vehicle is performed as follows.
  • the accelerator pedal 22 is operated by the driver. Therefore, the vehicle is given to the vehicle according to the following expression (1) based on the operation amount a O of the accelerator pedal 22 detected by the accelerator sensor 136.
  • driving force F D to, i.e., the driving force F D applied left and right wheels 14L, 14R and is determined.
  • K D is a driving force gain for determining the driving force F D.
  • F D K D ⁇ a O (1)
  • the brake pedal 24 is operated by a driver, based on the operation amount b O of the brake pedal 24 detected by the brake sensor 138, according to the following equation (2), the vehicle braking force F B to be applied to, i.e., left and right wheels 14L, the braking force F B applied to 14R are determined.
  • K B is the braking force gain for determining the braking force F B.
  • F B K B ⁇ b O (2)
  • the driving force gain K D and the braking force gain K B may be constants or may be changed based on some parameter.
  • the driving braking force F is determined according to the following equation (3).
  • F F D -F B (3) That is, when F> 0, the driving force F is applied to the vehicle, and when F ⁇ 0, the braking force F is applied to the vehicle. Then, the left wheel and the driving braking force F, so as to share the right wheel, the following equation (4), according to (5), Hidariwaka braking force F L, Migiwaka braking force F R is determined.
  • F L F / 2 (4)
  • F R F / 2 (5)
  • the left wheel driving braking force F L based on Migiwaka braking force F R, which driving braking force F L, so F R are respectively obtained, the driving device 64L, 64R, the braking device 70L, 70R are controlled .
  • F L the magnitude of current according to Hidariwaka braking force F L is supplied to the electromagnetic motor of the left wheel drive unit 64L from the battery.
  • F L ⁇ 0 the operation is as follows.
  • the left wheel drive device 64 since it has a function as a regenerative braking device, when the Hidariwaka braking force F L is covered by our regenerative braking force corresponding to Hidariwaka braking force F L
  • the left wheel drive device 64L is controlled such that a large current is generated by the electromagnetic motor of the left wheel drive device 64L and regenerated by the battery.
  • the maximum regenerative braking force when the left wheel drive unit 64L so as to obtain is controlled, not be covered by the regenerative braking force of the maximum
  • An electric current having a magnitude corresponding to the braking force is supplied to the electromagnetic motor of the left wheel braking device 70L so that a braking force corresponding to the minute can be obtained. Since the right wheel 14R is the same as the left wheel 14L, description thereof is omitted here.
  • the left wheel driving braking force F L and the right wheel driving braking force F R are corrected based on the left and right wheel driving braking force difference ⁇ F required by the turning control.
  • F L F L + ⁇ F / 2 (6)
  • F R F R ⁇ F / 2 (7) Therefore, when the vehicle is turning, driving device 64L, 64R, the braking device 70L, control 70R is driving the left wheel of the corrected braking force F L, it is performed based on Migiwaka braking force F R.
  • a target lateral acceleration Gy * which is a lateral acceleration Gy to be generated in the vehicle during vehicle turning, is determined according to the following equation (8). That is, the target lateral acceleration Gy * is determined to have a magnitude corresponding to the operation angle ⁇ .
  • K G is a lateral acceleration gain for determining the target lateral acceleration Gy *, may be constant, may be such a value by some parameters change.
  • Gy * K G ⁇ ⁇ (8)
  • the actual lateral acceleration (actual lateral acceleration) Gy actually generated in the vehicle is acquired from the detection value of the lateral acceleration sensor 140, and the lateral acceleration deviation which is the deviation of the actual lateral acceleration Gy from the target lateral acceleration Gy * .
  • ⁇ Gy is certified according to the following equation (9).
  • ⁇ Gy Gy * ⁇ Gy (9)
  • the target front-wheel steering angle as a target front wheel steering angle [delta] F [delta] F * is determined.
  • the target front wheel turning angle ⁇ F * is determined according to the following equation (10) based on the PID control law.
  • the first term, the second term, and the third term on the right side of the equation (10) are a proportional term (P term), an integral term (I term), and a differential term (D term), respectively, and P F , I F , D F are a proportional gain, an integral gain, and a differential gain for determining the target front wheel turning angle ⁇ F * .
  • these gains P F , I F , and D F may all be constants, or values that change depending on some parameters.
  • the front wheel turning is performed such that the actual front wheel turning angle ⁇ F detected by the front wheel turning angle sensor 146F becomes the target front wheel turning angle ⁇ F *.
  • the amount of current supplied to the electromagnetic motor included in the device 98F is determined, and the current corresponding to the amount of current is supplied to the electromagnetic motor.
  • the amount of current supplied to the electromagnetic motor is directly determined by the above equation (10), and control is performed so that the current amount of current is supplied to the electromagnetic motor. May be.
  • K ⁇ is a yaw rate gain for determining the target yaw rate ⁇ * , and may be a constant or a value that changes depending on some parameter.
  • ⁇ * K ⁇ ⁇ ⁇ ⁇ v (11)
  • the actual vehicle yaw rate (actual yaw rate) ⁇ is obtained from the detection value of the yaw rate sensor 142.
  • the yaw rate deviation ⁇ which is the deviation of the actual yaw rate ⁇ from the target yaw rate ⁇ * , is recognized according to the following equation (12).
  • ⁇ ⁇ * ⁇ (12)
  • the left and right wheel drive braking force difference ⁇ F to be realized is determined in accordance with the feedback control law based on the yaw rate deviation ⁇ .
  • an appropriate left and right wheel drive braking force difference ⁇ F is determined according to the following equation (13) based on the PID control law.
  • the first term, the second term, and the third term on the right side of the above equation (13) are a proportional term (P term), an integral term (I term), and a differential term (D term), and P LR and I LR , D LR are a proportional gain, an integral gain, and a differential gain for determining the left and right wheel drive braking force difference ⁇ F.
  • gains P LR , I LR , and D LR may all be constants, or values that change depending on some parameters.
  • the left wheel drive braking force F L and the right wheel drive braking force F R are corrected based on the left and right wheel drive braking force difference ⁇ F as described above.
  • the left and right wheel drive braking force difference ⁇ F is determined to be 0.
  • the target revolution centripetal acceleration Go * is represented by the following equation (15), and the actual revolution centripetal acceleration Go is represented by the following equation (16).
  • Go * Gy * ⁇ v ⁇ ⁇ * (15)
  • Go Gy ⁇ v ⁇ ⁇ (16)
  • the target rear wheel turning angle ⁇ F * which is the target of the rear wheel turning angle ⁇ R is determined.
  • the rear wheel target turning angle ⁇ R * is determined according to the following equation (17) based on the PID control law.
  • the first term, the second term, and the third term on the right side of the equation (17) are a proportional term (P term), an integral term (I term), and a differential term (D term), and P R , I R , D R is the proportional gain for determining the target rear wheel steering angle [delta] F *, integral gain and derivative gain.
  • these gains P R , I R , and D R may all be constants, or values that change depending on some parameters.
  • the rear wheel turning is performed such that the actual rear wheel turning angle ⁇ R detected by the rear wheel turning angle sensor 146R becomes the target rear wheel turning angle ⁇ R *.
  • the amount of current supplied to the electromagnetic motor included in the device 98R is determined, and the current corresponding to the amount of current is supplied to the electromagnetic motor.
  • the supply current amount to the electromagnetic motor is directly determined by the above equation (17), and control is performed so that the current amount of the current is supplied to the electromagnetic motor. May be.
  • FIG. 5 shows a state in which the steering wheel 20 is operated counterclockwise, that is, when turning left
  • FIG. 5A shows a case where the vehicle speed v is relatively high (hereinafter, “high speed” for convenience.
  • FIG. 5B shows a case where the vehicle speed v is relatively low (hereinafter sometimes referred to as “low speed” for convenience).
  • the operation angle ⁇ of the steering wheel 20 is the same in both the case of FIG. 5A and the case of FIG.
  • the front wheel 12F is naturally steered to the left at both high and low speeds. If the operation angle ⁇ of the steering wheel 20 is the same at the high speed and the low speed, the target lateral acceleration Gy * is the same but the front wheel turning angle ⁇ F is constant according to the above equation (8). In this case, generally, the higher the vehicle speed v, the greater the lateral acceleration Gy obtained by turning the front wheel 12F. Therefore, as shown in FIG. 5, in this turning control, the various gains are generally set so that the front wheel turning angle ⁇ F is smaller at high speed than at low speed.
  • the left and right wheel drive braking force difference ⁇ F is smaller at high speed than at low speed.
  • 1/2 each of the left and right wheel drive braking force difference ⁇ F is given in the direction of braking the left wheel 14L and given in the direction of driving the right wheel 14R. .
  • the driving force difference or the braking force difference is determined. When the vehicle is accelerating, the driving force of the left wheel 14L is greater than the driving force of the right wheel 14R.
  • the various gains are set so that turning at a relatively low yaw rate is performed when the vehicle speed v is high, and turning at a relatively large yaw rate is performed when the vehicle speed v is low. .
  • the rear wheel 12R is steered to some extent, but simply speaking, as will be understood with reference to the above formulas (14) to (17), the revolution centripetal acceleration Go generated in the vehicle is the target.
  • the rear wheel turning angle ⁇ R is steered so that the revolution centripetal acceleration Go * is obtained.
  • the rear wheel 12R is steered in the same direction as the front wheel 12F. That is, the rear wheel 12R is steered in phase with the front wheel 12F.
  • the rear wheel 12R is steered in the opposite direction. That is, the rear wheel 12R is steered in the opposite phase to the front wheel 12F.
  • this turning control when the vehicle speed v is high, turning at a relatively small yaw rate is performed, and when the vehicle speed v is low, turning at a relatively large yaw rate is performed.
  • the vehicle speed v when the vehicle speed v is high, the vehicle is generally steered to the left, which is the same direction as the front wheels 12F.
  • the rear wheel turning angle ⁇ R is set so as to assist the approach of the actual lateral acceleration Gy to the target lateral acceleration Gy * due to the turning of the front wheel 12F, and the left and right wheel drive braking force difference ⁇ F.
  • the angle is set so as to assist the approach of the actual yaw rate ⁇ to the target yaw rate ⁇ * by the above control.
  • the various gains are set so that the rear wheel 12R is steered.
  • FIG. 6 is a graph showing the results of this comparison.
  • FIG. 6A shows a comparison for the lateral acceleration Gy
  • FIG. 6B shows a comparison for the yaw rate ⁇ .
  • the solid line represents the change when turning under the turning control
  • the broken line represents the change when turning only by turning the front wheel 12F.
  • any change in any case is a change on the premise that the steering wheel 20 is operated stepwise to a certain operation angle ⁇ .
  • the lateral acceleration Gy reaches the target lateral acceleration Gy * in a relatively short time, whereas in the turn only by turning the front wheel 12F. It takes a relatively long time for the lateral acceleration Gy to reach the target lateral acceleration Gy * .
  • the yaw rate ⁇ reaches the target yaw rate ⁇ * in a relatively short time, whereas the front wheel 12F, as in the case of the lateral acceleration Gy. In the turning by only turning, it takes a relatively long time for the yaw rate ⁇ to reach the target yaw rate ⁇ * .
  • FIG. 7 shows changes when a lane change is performed in 2 seconds.
  • FIG. 7A shows changes in the lateral acceleration Gy
  • FIG. 7B shows changes in the yaw rate ⁇ .
  • the change in the target lateral acceleration Gy * or the target yaw rate ⁇ * is indicated by a one-dot chain line
  • the change in the lateral acceleration Gy or the yaw rate ⁇ under the turning control is a solid line
  • the front wheel 12F is steered.
  • the upper end portions of the suspension springs 46 that support the left wheel 14L and the right wheel 14R are respectively connected to the left wheel spring support position adjusting device 44L and the right wheel spring support position. It is attached to the vehicle body via an adjusting device 44R.
  • the vehicle body Considering the vehicle body as a rigid body, for example, if the spring support position adjusting device 44 lowers the position of each upper end of the suspension spring 46 relative to the vehicle body, that is, if the spring support position is lowered, the suspension spring 46 is compressed. The spring reaction force of the suspension spring 46 increases and the vehicle body rises to some extent. Accordingly, the suspension spring 108 that supports the front wheel 12F and the rear wheel 12R is extended, and the spring reaction force thereof decreases.
  • the front / rear wheel shared load WFR decreases, and the left / right wheel shared load WLR increases, thereby increasing the shared load ratio Rw.
  • the suspension spring 46 supporting the left wheel 14L and the right wheel 14R is extended, and the suspension spring 108 supporting the front wheel 12F and the rear wheel 12R is extended. It is shortened.
  • the front and rear wheel shared load WFR increases and the left and right wheel shared load WLR decreases, so that the shared load ratio Rw increases. In this vehicle, the shared load ratio Rw is changed in this way.
  • the left wheel spring support position adjustment device 44L and the right wheel spring support position adjustment device 44R respectively determine the distance in the vertical direction between the left wheel 14L and the vehicle body and the distance in the vertical direction between the right wheel 14R and the vehicle body. By generating a force in the changing direction, it functions as a shared load ratio changing device that changes the shared load ratio Rw.
  • the distance between the upper end of the suspension spring 46 provided on the left wheel 14L and the mounting portion of the vehicle body (left wheel side mounting interval) h L , and the distance between the upper end of the suspension spring 46 provided on the right wheel 14R and the mounting portion of the vehicle body (Right wheel side mounting interval) h R is detected by the left wheel spring support position sensor 144L and the right wheel spring support position sensor 144R, respectively.
  • the left wheel side mounting interval h L and the right wheel side mounting interval h R are respectively the target left wheel side mounting interval h L * and the target right wheel side mounting interval h R * .
  • the current supply to the electromagnetic motor of each of the left wheel spring support position adjusting device 44L and the right wheel spring support position adjusting device 44R is controlled.
  • This shared load ratio change control is performed based on the vehicle speed v. Specifically, the shared load ratio Rw is controlled to be smaller when the vehicle speed v is high than when it is low. Specifically, the shared load ratio Rw is controlled so as to change as shown in FIG. 8 according to the vehicle speed v. Specifically, the shared load ratio Rw to be realized is determined with reference to map data set according to the vehicle speed v and stored in the ECU 130, and based on the determined shared load ratio Rw, The target left wheel side mounting interval h L * and the target right wheel side mounting interval h R * are determined according to the following equations (18) and (19).
  • f L (Rw) and f R (Rw) are functions for determining the target left wheel side mounting interval h L * and the target right wheel side mounting interval h R * using the shared load ratio R as a parameter.
  • the left wheel side mounting interval h L and the right wheel side mounting interval h R are determined as the determined target left wheel side mounting interval.
  • the left wheel spring support position adjusting device 44L and the right wheel spring support position adjusting device 44R are controlled so that the interval h L * and the target right wheel side mounting interval h R * are obtained.
  • the shared load ratio Rw is determined when the vehicle speed v exceeds a certain threshold vehicle speed (first threshold vehicle speed) v 1 . It is controlled so as to continuously decrease in accordance with the increase.
  • first threshold vehicle speed first threshold vehicle speed
  • second threshold vehicle speed second threshold vehicle speed
  • the front and rear wheel shared load W FR is smaller than the left and right wheel shared load W LR
  • the vehicle speed v is higher than the threshold speed v 2.
  • the front and rear wheels shared load W FR is larger than the left and right wheel shared load W LR.
  • the vehicle body load is shared between the front wheel 12F and the rear wheel 12R, and the left wheel 14L and the right wheel 14R as conceptually shown in FIG.
  • FIG. 9A shows the state of load sharing when the vehicle speed v is high
  • FIG. 9B shows the state of load sharing when the vehicle speed v is high.
  • the shared load of the front wheel 12F and the shared load of the rear wheel 12R are treated as being equal to each other.
  • FIG. 10B is a diagram for explaining the motion at a low speed. The left diagram shows a case where the shared load ratio Rw is 1, and the right diagram shows a case where the shared load ratio Rw is increased. , Respectively.
  • the burden during turning can be reduced.
  • the front and rear wheel share load W FR is relatively large, the lateral acceleration Gy generated by the front wheels 12F and the rear wheels 12R is increased, and this also means that the front wheel turning angle ⁇ F and the rear wheels are increased. This contributes to reducing the wheel turning angle ⁇ R.
  • the direction of turning of the rear wheel 12R is determined depending on various gains for determining the target rear wheel turning angle ⁇ F * , but FIG. As shown in FIG. 5B, the resistance of the front wheels 12F and the rear wheels 12R with respect to turning of the vehicle may be steered in the same phase as the front wheels 12F, contrary to the case where the shared load ratio change control is not performed.
  • FIG. 11 is a graph group for explaining a comparison between the case where the shared load ratio change control is performed and the case where it is not performed in the 2-second lane change when the vehicle speed v is 100 km / h.
  • FIG. 12 is a graph group for explaining a comparison between the case where the shared load ratio change control is performed and the case where it is not performed in the 2-second lane change when the vehicle speed v is 10 km / h.
  • Each figure shows the components of the target lateral acceleration Gy * , the target yaw rate ⁇ * , the front wheel turning angle ⁇ F , the rear wheel turning angle ⁇ R , and the left and right wheel drive braking force difference ⁇ F for the left wheel ( ⁇ F / It is configured by a graph for each change of 2).
  • Each graph shows that the maximum yaw rate during the lane change is the same when the vehicle speed v is 100 km / h and when the vehicle speed v is 10 km / h, and the maximum lateral acceleration Gy is the vehicle speed v is 100 km / h.
  • the result in the lane change under the condition that it is about 10 times that at 10 km / h is shown.
  • the shared load ratio Rw is about 0.74
  • the shared load ratio Rw is about 1.35.
  • the solid lines in the respective graphs of the front wheel turning angle ⁇ F , the rear wheel turning angle ⁇ R , and the left and right wheel drive braking force difference ⁇ F component ( ⁇ F / 2) for the left wheel are when the shared load ratio change control is performed.
  • the broken line represents the change when the shared load ratio change control is not performed.
  • step 1 (hereinafter, step is abbreviated as “S”)
  • step 2 the vehicle speed v is acquired
  • step 2 the operation angle ⁇ of the steering wheel 20 is acquired.
  • step 3 the vehicle speed v
  • S2 the operation angle ⁇ of the steering wheel 20 is acquired.
  • step 3 turning control is performed in S3
  • acceleration / deceleration control is performed in subsequent S4
  • shared load ratio change control is performed in further subsequent S5.
  • a turning control subroutine whose flowchart is shown in FIG. 14 is executed.
  • front wheel steering amount control is performed in S10
  • left and right wheel drive braking force difference control is performed in S20
  • rear wheel steering amount control is performed in S30.
  • the front wheel turning amount control, the left and right wheel driving braking force difference control, and the rear wheel turning amount control are respectively a front wheel turning amount control subroutine shown in a flowchart in FIG. 15, and a left and right wheel driving braking force difference shown in a flowchart in FIG.
  • the control subroutine and the rear wheel turning amount control subroutine shown in the flowchart of FIG. 17 are executed. Since processing according to these subroutines has been described in detail earlier, description thereof will be omitted here.
  • the acceleration / deceleration control subroutine shown in the flowchart in FIG. 18 is executed, and in the shared load ratio change control in S5, the shared load ratio change control subroutine shown in the flowchart in FIG. 19 is executed. Since processing according to these subroutines has also been described in detail earlier, description thereof will be omitted here.
  • the ECU 130 that executes the vehicle motion control program can be considered to have a functional unit that executes the above-described controls as shown in FIG. Specifically, the ECU 130 executes the turning control unit 160 as a functional unit that executes the turning control, the acceleration / deceleration control unit 162 as a functional unit that executes the acceleration / deceleration control, and the shared load ratio change control. It can be considered that it has a shared load ratio change control unit 164 as a functional unit.
  • the turning control unit 160 includes a front wheel turning amount control unit 166 as a functional unit that executes the front wheel turning amount control, and a left and right wheel driving unit as a functional unit that executes the left and right wheel driving braking force difference control. It can be considered that the power difference control unit 168 and the rear wheel turning amount control unit 170 as a functional unit that executes the rear wheel turning amount control are included.
  • Vehicle body 12F Front wheel 12R: Rear wheel 14L: Left wheel 14R: Right wheel 20: Steering wheel (steering operation member) 44L: Left wheel spring support position adjusting device (shared load ratio changing device) 44R: Right wheel spring supporting position adjusting device (Shared load ratio changing device) 46: Suspension spring 64L: Left wheel drive device 64R: Right wheel drive device 70L: Left wheel brake device 70R: Right wheel brake device 98F: Front wheel steering device 98R: Rear wheel steering device 130: Electronic control unit (ECU) (Control Device) 164: Shared Load Ratio Change Control Unit 166: Front Wheel Steering Amount Control Unit 168: Left / Right Wheel Driving Braking Force Difference Control Unit 170: Rear Wheel Steering Amount Control Unit

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

Selon l'invention, dans le système décrit pour commander le mouvement d'un véhicule muni d'une roue avant unique et d'une roue gauche et d'une roue droite disposées sur le côté gauche et sur le côté droit du véhicule derrière la roue avant, un dispositif de commande, qui est destiné à commander un dispositif de direction de roue avant qui dirige la roue avant, possède une unité de commande qui est configurée de manière à déterminer, sur la base du fonctionnement (l'angle de fonctionnement (θ)) d'un élément de fonctionnement de direction, l'accélération latérale (l'accélération latérale cible (Gy*)) qui devrait se produire dans le véhicule lorsque le véhicule tourne, ainsi qu'à commander la valeur de la direction (l'angle de direction de roue avant (δF)) de la roue avant de telle sorte que l'accélération latérale (l'accélération latérale réelle (Gy)), qui se produit réellement dans le véhicule, se rapproche de l'accélération latérale cible. Le fonctionnement de l'élément de fonctionnement de direction est mis en oeuvre sur la base de la façon dont le conducteur compte amener le véhicule à tourner. En conséquence, au moyen du changement de direction de la roue avant de manière à obtenir l'accélération latérale qui devrait se produire lorsque le véhicule tourne sur la base du fonctionnement de l'élément de fonctionnement de direction, le mouvement de virage du véhicule devient approprié.
PCT/JP2009/068709 2009-10-30 2009-10-30 Système de commande de mouvement de véhicule WO2011052078A1 (fr)

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PCT/JP2009/068709 WO2011052078A1 (fr) 2009-10-30 2009-10-30 Système de commande de mouvement de véhicule

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PCT/JP2009/068709 WO2011052078A1 (fr) 2009-10-30 2009-10-30 Système de commande de mouvement de véhicule

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WO2011052078A1 true WO2011052078A1 (fr) 2011-05-05

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017186009A (ja) * 2012-07-10 2017-10-12 ゴーテック・インターナショナル・リミテッド 三輪自動車のための操舵および制御システム
CN114248763A (zh) * 2020-09-23 2022-03-29 株式会社爱德克斯 车辆的转弯支援装置、车辆的转弯支援方法、以及存储了转弯支援程序的计算机可读介质

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4841283B1 (fr) * 1965-06-03 1973-12-05
JPS6460475A (en) * 1987-08-31 1989-03-07 Toyota Motor Corp Auxiliary equipment for driving vehicle
JPH03112710A (ja) * 1990-03-14 1991-05-14 Toyota Motor Corp 車輌のロール制御装置
JP2005096769A (ja) * 2004-12-21 2005-04-14 Koyo Seiko Co Ltd 車両用操舵装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4841283B1 (fr) * 1965-06-03 1973-12-05
JPS6460475A (en) * 1987-08-31 1989-03-07 Toyota Motor Corp Auxiliary equipment for driving vehicle
JPH03112710A (ja) * 1990-03-14 1991-05-14 Toyota Motor Corp 車輌のロール制御装置
JP2005096769A (ja) * 2004-12-21 2005-04-14 Koyo Seiko Co Ltd 車両用操舵装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017186009A (ja) * 2012-07-10 2017-10-12 ゴーテック・インターナショナル・リミテッド 三輪自動車のための操舵および制御システム
CN114248763A (zh) * 2020-09-23 2022-03-29 株式会社爱德克斯 车辆的转弯支援装置、车辆的转弯支援方法、以及存储了转弯支援程序的计算机可读介质

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