WO2018020760A1 - Appareil de commande de mouvement de véhicule - Google Patents

Appareil de commande de mouvement de véhicule Download PDF

Info

Publication number
WO2018020760A1
WO2018020760A1 PCT/JP2017/015788 JP2017015788W WO2018020760A1 WO 2018020760 A1 WO2018020760 A1 WO 2018020760A1 JP 2017015788 W JP2017015788 W JP 2017015788W WO 2018020760 A1 WO2018020760 A1 WO 2018020760A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
deceleration
control
motion
obstacle
Prior art date
Application number
PCT/JP2017/015788
Other languages
English (en)
Japanese (ja)
Inventor
絢也 高橋
横山　篤
今村　政道
Original Assignee
日立オートモティブシステムズ株式会社
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 日立オートモティブシステムズ株式会社 filed Critical 日立オートモティブシステムズ株式会社
Publication of WO2018020760A1 publication Critical patent/WO2018020760A1/fr

Links

Images

Classifications

    • 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
    • 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
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/107—Longitudinal acceleration
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/109—Lateral acceleration
    • 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
    • B60W2554/00—Input parameters relating to objects

Definitions

  • the present invention relates to a vehicle motion control device, and more particularly, to a vehicle motion control device that accelerates or decelerates a vehicle so that the motion state of the vehicle becomes suitable.
  • Patent Document 1 a control object in front of the host vehicle is recognized based on a road environment in front captured by a camera, a brake intervention distance is set based on a relative relationship between the host vehicle and the control object, and A technique of an automatic braking control device that determines execution of braking control when the relative distance to the controlled object is equal to or less than the braking intervention distance and that performs automatic braking intervention is disclosed.
  • the lateral jerk (G y_dot ) of the input vehicle is multiplied from a speed (V) and a lateral acceleration (G y ) determined in advance and stored in advance (Cxy),
  • a vehicle motion control method is disclosed that generates a control command for controlling the longitudinal acceleration of the vehicle based on the multiplied value and outputs the generated control command.
  • the locus of the combined acceleration vector (G) of longitudinal acceleration and lateral acceleration is oriented so as to draw a smooth curve in a coordinate system with a fixed vehicle center of gravity (Vectoring), which is called G-Vectoring control.
  • Vectoring vehicle center of gravity
  • Patent Document 3 discloses a technique for adjusting the gain according to the danger potential.
  • JP 2009-262701 A JP 2000-353300 A JP 2014-193691 A JP 2012-30664 A
  • the expected effect of gain adjustment can be obtained if the vehicle has an actuator with sufficiently high response to the deceleration command value created by G-Vectoring control.
  • the effect of gain adjustment cannot be obtained.
  • the present invention has been made in view of the above-described problems, and an object thereof is to compensate for a response delay of an actuator with respect to a command value by G-Vectoring control without hindering a steering avoidance operation by a driver. It is.
  • the vehicle motion control apparatus or method according to the present invention includes a lateral motion prediction unit that is generated in a vehicle, and can generate a braking force on each wheel based on the prediction result.
  • the actuator is driven.
  • the responsiveness required for G-Vectoring control can be realized even with an actuator configuration in which G-Vectoring control is difficult to achieve with a single responsiveness.
  • Gy vehicle lateral acceleration
  • Gy_dot vehicle lateral jerk
  • Cxy gain
  • T first-order lag time constant
  • s Laplace operator
  • Gx_DC acceleration / deceleration command not linked to lateral motion.
  • G Gx_DC in this equation is a deceleration component (offset) that is not linked to lateral motion. This term is required when there is a foreseeable deceleration when there is a corner ahead or when there is a section speed command.
  • the sgn (signum) term is a term provided so that the above operation can be obtained for both the right corner and the left corner. Specifically, the vehicle decelerates when turning in at the start of steering, and can stop when decelerating (because the lateral jerk becomes zero), and can perform an operation of accelerating when exiting the corner at the start of steering return.
  • G the combined acceleration of longitudinal acceleration and lateral acceleration
  • G-Vectoring control This is called “G-Vectoring control” because it is directed to make a transition (Vectoring).
  • Fig. 1 assumes general driving scenes of entering and exiting a corner, such as straight path A, transition section B, steady turning section C, transition section D, and straight section E. At this time, the acceleration / deceleration operation by the driver is not performed.
  • FIG. 2 is a time calendar waveform showing the steering angle, lateral acceleration, lateral jerk, acceleration / deceleration command calculated by Equation 1, braking of the four wheels, and driving force.
  • the braking force and driving force are distributed so that the front outer wheel and the front inner wheel, the rear outer wheel and the rear inner wheel have the same value on the left and right (inner and outer).
  • the braking / driving force is a general term for the force generated in the vehicle front-rear direction of each wheel
  • the braking force is a force in the direction of decelerating the vehicle
  • the driving force is defined as a force in the direction of accelerating the vehicle.
  • the lateral acceleration Gy of the vehicle increases as the driver gradually increases steering.
  • the lateral jerk Gy_dot takes a positive value while the lateral acceleration in the vicinity of the point 2 is increasing (returns to zero at the time point 3 at which the lateral acceleration increase ends).
  • a deceleration (Gxc is negative) command is issued to the controlled vehicle as the lateral acceleration Gy increases.
  • a braking force (minus sign) having substantially the same magnitude is applied to each of the front outer, front inner, rear outer, and rear inner wheels.
  • the lateral acceleration Gy of the vehicle decreases due to the driver's steering return operation.
  • the lateral jerk Gy_dot of the vehicle is negative, and the acceleration command Gxc is generated in the control vehicle from Equation 1.
  • a driving force (plus sign) having substantially the same magnitude is applied to the front outer, front inner, rear outer, and rear inner wheels.
  • the lateral jerk Gy is 0 and the lateral jerk Gy_dot is also zero, so acceleration / deceleration control is not performed.
  • the vehicle decelerates from the turn-in at the start of steering (point 1) to the clipping point (point 3), stops during a steady circular turn (points 3 to 5), and starts steering return (points). Accelerate when exiting the corner from 5) (point 7).
  • G-Vectoring control is applied to the vehicle, the driver can realize acceleration / deceleration motion linked to lateral motion only by steering for turning.
  • the longitudinal acceleration is plotted on the horizontal axis and the horizontal acceleration is plotted on the vertical axis, it is a characteristic that transitions into a smooth curve (draws a circle). It becomes a kind of exercise.
  • the acceleration / deceleration command of the present invention is generated in this diagram so as to make a curved transition with the passage of time.
  • the curved transition is a clockwise transition as shown in FIG. 1, and the right corner is a transition path inverted with respect to the Gx axis, and the transition direction is counterclockwise.
  • Fig. 3 shows the effect on lane change when deceleration is controlled by G-Vectoring control.
  • Figure 3 shows the steering angle, longitudinal acceleration, and lateral acceleration when lane change range is simulated by placing pylon A and pylon B at a distance of 30 m, passing through the left side of pylon A, and moving to the right side of pylon B.
  • the vehicle speed is a comparison between the state where only the conventional skid prevention device (Electronic Stability Control: ESC) is operated and the state where the combined control of G-Vectoring control and ESC is operated.
  • ESC Electronic Stability Control
  • the side slip condition is detected and the stabilization moment is applied (deceleration is generated) from 0.75 seconds to around 1 second when the ESC is suddenly returning the steering.
  • the deceleration works from the moment when the steering is started, and the speed decreases by 10 km / h in 0.5 seconds after the steering starts.
  • G-Vectoring control uses a driver's steering operation as a trigger, and calculates a control command value so as to perform deceleration control in a scene where the absolute value of lateral acceleration increases.
  • a control command value so as to perform deceleration control in a scene where the absolute value of lateral acceleration increases.
  • Patent Document 3 it is also possible to calculate a command value that increases the deceleration that occurs when obstacles are avoided. It becomes.
  • the lateral jerk generated by the steering avoidance is estimated, and the deceleration control by the G-Vectoring control is necessary. If it is determined, drive control of the actuator that causes the vehicle to generate deceleration is started. Further, when a lateral motion occurs in the vehicle due to the driver's steering operation, deceleration control corresponding to the lateral motion is performed.
  • FIG. 4 shows a conceptual diagram of the present invention.
  • this conceptual diagram shows an example in which lateral motion is estimated based on a collision margin time (Time To Collision: TTC) for an obstacle ahead of the host vehicle.
  • TTC Time To Collision
  • the lateral acceleration predicted value G yprd is calculated so that the absolute value of the generated lateral acceleration increases as the TTC for the forward obstacle decreases.
  • the deceleration maximum predicted value G xGVCpmax of G-Vectoring control is calculated by the following formula (3) from the above formulas (1) and (2).
  • the predicted time compensation time Tadj may be a value set in advance from the performance of the actuator or the like, or may be a value set in accordance with the input value when a means for inputting the driver itself is provided.
  • Information on driver characteristics such as road surface conditions (ease of slipping, unevenness, etc.), driving environment (time zone, climate, etc.), surrounding environment (suburban roads, urban roads, exclusive roads, etc.)
  • the predicted time compensation time Tadj may be changed to a smaller value as the road surface is more slippery.
  • the predicted time compensation time Tadj may be changed to a small value. If the driver tends to perform an avoidance operation before the obstacle, the predicted time compensation time Tadj may be changed to a small value.
  • the lateral movement amount ⁇ Y necessary for avoidance is set based on the predicted position in addition to the current state of the obstacle to be avoided when the vehicle includes means for predicting the position when the vehicle passes near the obstacle. May be.
  • the lateral movement amount ⁇ Y may be changed according to the type of obstacle. For example, when the obstacle is a pedestrian, a running bicycle, or an animal such as a deer, the distance to the obstacle at the time of avoidance is larger than when the obstacle is a running vehicle, The lateral movement amount ⁇ Y may be changed.
  • G xGVCpmax a database given from the distance to the obstacle or the collision margin time and the necessary lateral movement amount ⁇ Y may be used without using the equation (3).
  • a database corresponding to the road surface condition, the traveling environment, etc. may be provided, and G xGVCpmax corresponding to the traveling condition may be created from this database.
  • preliminary operation of the actuator is started.
  • This preliminary operation means that the actuator is driven within a range in which the change in longitudinal acceleration generated in the vehicle does not interfere with the steering operation of the driver.
  • the piston is driven by an electric motor and generated.
  • the electric motor (and the pump) is driven as a preliminary operation to close the gap between the brake pad and the brake disc.
  • the electric motor is driven as a preliminary operation to close the gap between the brake pad and the brake disc.
  • the present invention may include not only a single actuator but also drive control of a plurality of actuators.
  • G-Vectoring control deceleration control is implemented using engine torque change for a vehicle that is in a state of traveling (sailing traveling) that extends the cruising distance by disengaging the clutch of the transmission while traveling, the clutch is used as a preliminary operation.
  • the engine torque control may be performed so that the deceleration command value by the G-Vectoring control is realized when the lateral motion is started after the connection is established and the deceleration control by the engine torque control is possible.
  • the engine torque distribution of the front wheels is distributed as a preliminary operation. Increase the engine torque control so that the front wheels can generate a larger deceleration force than the rear wheels, and when the lateral movement starts, the engine will realize the deceleration command value by G-Vectoring control. Torque control may be performed.
  • the brake pad described above is used as a preliminary operation.
  • the actuator may be controlled so as to realize the deceleration command value of the G-Vectoring control by starting driving the actuator that generates the deceleration by being pressed against the brake disk.
  • the range that does not hinder the driver's steering operation is the change in the range where ordinary drivers do not experience strong deceleration. Specifically, the range is from zero to -1 m / s 2 (the deceleration side is negative). .
  • FIG. 5 shows the result of confirming the effect of the present invention by an actual vehicle test.
  • the actuator used in this actual vehicle test is an actuator that generates a deceleration by driving the piston with an electric motor and pressing the brake pad against the brake disc with the generated hydraulic pressure, and the preliminary operation is as described above.
  • Fig. 5 (a) shows the case without preparatory motion
  • Fig. 5 (b) shows the case with preparatory motion
  • the dotted line in the figure indicates the actuator drive state (OFF, preliminary motion, main motion)
  • the solid line indicates the longitudinal acceleration.
  • the broken line indicates the lateral acceleration.
  • FIG. 5 shows the result of confirming the effect of the present invention by an actual vehicle test.
  • the actuator used in this actual vehicle test is an actuator that generates a deceleration by driving the piston with an electric motor and pressing the brake pad against the brake disc with the generated hydraulic pressure, and the preliminary operation is as described above.
  • Fig. 5 (a) shows the case without preparatory motion
  • FIG. 7 shows a block diagram of a vehicle equipped with a vehicle motion control device according to an embodiment of the present invention.
  • the vehicle motion control device 1 is mounted on a vehicle 19, and includes sensors (acceleration sensor 2, gyro sensor 3, wheel speed sensor 8) for acquiring vehicle motion state information, and sensors for acquiring driver operation information. (Steering angle sensor 5, brake pedal sensor 17, accelerator pedal sensor 18) and information obtained from sensors (obstacle detection sensor 6, host vehicle position detection sensor 9) that acquire obstacle information on the traveling track of the host vehicle.
  • each control unit that performs calculations necessary for deceleration control by G-Vectoring control and performs drive control of actuators (brake actuator 11 and drive actuator 13) that can control the deceleration generated in the vehicle based on the calculation results.
  • Connect the communication line 14 (communication bus line) to the brake control unit 10 and the drive torque control unit 12. Flip to send.
  • the sensor for acquiring the vehicle motion state information may be any sensor or means capable of acquiring vehicle speed, longitudinal acceleration, lateral acceleration, and yaw rate, and is not limited to the above sensor configuration.
  • the vehicle speed may be acquired by differentiating position information obtained by a global positioning system (GPS).
  • GPS global positioning system
  • the yaw rate, longitudinal acceleration, and lateral acceleration of the vehicle may be acquired using an image acquisition sensor such as a camera.
  • the vehicle motion control device 1 may not have a direct sensor input.
  • necessary information may be acquired through a communication line 14 from another control unit (for example, the brake control unit 10).
  • the sensor for acquiring the driver operation information it is only necessary to acquire the operation amount of the steering wheel 4 by the driver and the operation amounts of the brake pedal and the accelerator pedal (not shown). 1 may not have a direct sensor input.
  • necessary information may be acquired through a communication line 14 from another control unit (for example, the brake control unit 10).
  • the global positioning system is used as the own vehicle position detection sensor 9 as a sensor for acquiring own vehicle travel path information, and the object information ahead of the own vehicle such as an image acquisition sensor such as a camera is used as the obstacle detection sensor 6.
  • Those capable of acquiring (relative position, relative speed, etc. with the host vehicle) can be used.
  • it is only necessary to obtain obstacle information on the traveling track of the host vehicle and the present invention is not limited to these sensors.
  • the obstacle detection sensor 6 can acquire object information (relative position, relative speed, etc. with respect to the host vehicle) and traveling path information in front of the host vehicle as a stereo camera, the position detection of the host vehicle is possible.
  • the sensor 9 it is not necessary to provide the sensor 9 separately, and only the obstacle detection sensor 6 may be used. Further, instead of these sensors, a vehicle communication or road-to-vehicle communication may be provided, and obstacle information on the traveling track of the host vehicle may be acquired based on information obtained by the communication.
  • the acceleration / deceleration actuator capable of controlling the longitudinal acceleration generated in the vehicle is an actuator capable of controlling the longitudinal acceleration generated in the vehicle by controlling the force generated between the tire 7 and the road surface, for example, controlling the combustion state
  • An acceleration / deceleration actuator capable of controlling acceleration can be applied.
  • the vehicle motion control device 1 includes a storage device, a processing device having a processing capacity, and a signal input / output means, and information obtained from the vehicle motion state information, the driver operation information, and the obstacle information.
  • the longitudinal acceleration command value generated in the vehicle is calculated from the acceleration / deceleration actuator that can generate the longitudinal acceleration that becomes the longitudinal acceleration command value as the longitudinal acceleration generating means, and the longitudinal acceleration command is sent to the drive controller of the acceleration / deceleration actuator. Send value.
  • the signal to be sent is not the longitudinal acceleration itself, but may be a signal that can realize the longitudinal acceleration command value by the acceleration / deceleration actuator.
  • a braking / driving torque command value capable of realizing the longitudinal acceleration command value is sent to the driving torque control unit 12.
  • the combustion engine drive signal for realizing the longitudinal acceleration command value may be sent directly to the control actuator of the combustion engine without using the drive torque control unit 12.
  • a hydraulic pressure command value that realizes a longitudinal acceleration command value is sent to the brake control unit 10.
  • the drive signal of the hydraulic friction brake drive actuator that realizes the longitudinal acceleration command value may be sent directly to the hydraulic friction brake drive actuator without using the brake control unit 10.
  • the acceleration / deceleration actuator that performs drive control according to the longitudinal acceleration command value may be changed.
  • the combustion engine when having the combustion engine and a hydraulic friction brake as the acceleration / deceleration actuator, if the longitudinal acceleration command value is within a range that can be realized by braking / driving torque control of the combustion engine, the combustion engine is driven and controlled, When the longitudinal acceleration command value is a negative value that cannot be realized by the braking / driving torque control of the combustion engine, the hydraulic friction brake is driven and controlled together with the combustion engine.
  • the electric motor and the combustion engine are provided as the acceleration / deceleration actuator, the electric motor may be driven and controlled when the time change of the longitudinal acceleration is large, and the combustion engine may be driven and controlled when the acceleration and deceleration are small.
  • the longitudinal acceleration command value is driven and controlled by an electric motor. If the longitudinal acceleration command cannot be realized by the electric motor due to the battery condition, etc., other acceleration / deceleration actuators (combustion engine, hydraulic friction brake, etc.) are driven. You may make it control.
  • the communication line 14 a different communication line and communication protocol may be used depending on signals.
  • the configuration may be such that Ethernet (registered trademark) is used for communication with the sensor that acquires the vehicle traveling path information that needs to exchange a large amount of data, and Controller Area Network is used for communication with each actuator. .
  • FIG. 7 shows a configuration diagram of a vehicle equipped with the vehicle motion control device 1 according to the embodiment of the present invention.
  • the vehicle motion control device 1 includes an obstacle information acquisition unit 1a, a vehicle motion state acquisition unit 1b, a longitudinal acceleration control unit 1c (vehicle motion control calculation unit), and a control command transmission unit 1d.
  • the obstacle information acquisition unit 1a acquires obstacle information on the traveling track of the host vehicle.
  • the obstacle information it is only necessary to know the time for the host vehicle to reach the obstacle and the lateral movement amount necessary for avoidance. It may be a method of acquiring and calculating the obstacle width viewed from the above, or a method of directly acquiring these values.
  • the vehicle motion state acquisition unit 1b acquires the vehicle motion state (running speed, turning state, driver operation amount) from the vehicle motion state information.
  • the maximum deceleration predicted value G xGVCpmax of the G-Vectoring control and the G-Vectoring control are used.
  • the deceleration command value G xGVCtgt is calculated and sent to the control command transmission unit 1d.
  • the control command transmission unit 1d (vehicle motion control calculation unit) is based on the G-Vectoring control deceleration maximum value predicted value G xGVCpmax and the G-Vectoring control deceleration command value G xGVCtgt created by the longitudinal acceleration control unit 1c.
  • a drive command value is sent to each control unit (brake control unit 10, drive torque control unit 12) that controls the drive of the actuators (brake actuator 11, drive actuator 13) that can control the longitudinal acceleration.
  • FIG. 8 shows a calculation flowchart in the vehicle motion control apparatus 1 of the present embodiment.
  • the obstacle information and the vehicle motion state are acquired.
  • the obstacle information as shown in FIG. 9, the distance ⁇ X0 to the obstacle on the traveling track of the own vehicle, the relative speed ⁇ V, and the minimum lateral movement distance ⁇ Y0 necessary for avoiding the collision with the obstacle are obtained.
  • the safety margin Y sf and the predicted time compensation time Tadj the lateral movement distance ⁇ Y and the avoidance margin time ⁇ T are given by the following equations (4) and (5), respectively.
  • the lateral calculator created by an external calculator is used.
  • the movement distance ⁇ Y and the avoidance allowance time ⁇ T may be directly acquired and those values may be used.
  • the vehicle motion state obtains the lateral acceleration Gy and YokoKa acceleration G Y_dot required for calculating the longitudinal acceleration command value by G-Vectoring control shown by the formula (1).
  • the vehicle speed V, the steering angle ⁇ , and the yaw rate r are acquired and calculated using a vehicle model.
  • the acquisition method may be used.
  • a predicted maximum deceleration value G xGVCpmax for G-Vectoring control and a deceleration command value G xGVCtgt for G-Vectoring control are calculated.
  • the calculation method of the predicted maximum deceleration value G xGVCpmax of G-Vectoring control may be calculated using the lateral movement distance ⁇ Y, the avoidance allowance time ⁇ T acquired in S000, and equation (2).
  • the values may be acquired from this database.
  • the lateral acceleration Gy and lateral jerk G y_dot obtained in S000 are used to calculate from the above equation (1).
  • the lateral acceleration Gy and the lateral jerk G y_dot may be calculated by combining the value obtained by the inertia sensor and the value obtained by the vehicle model.
  • an actuator control command value is calculated using the maximum deceleration predicted value G xGVCpmax of G-Vectoring control calculated in S100 and the deceleration command value G xGVCtgt of G-Vectoring control.
  • the predicted deceleration maximum value G x GVCpmax of G-Vectoring control exceeds the deceleration threshold
  • an actuator drive command value is created to perform preliminary operation of the actuator, and G-Vectoring control reduction is performed.
  • An actuator drive command value is generated from the speed command value G xGVCtgt so as to generate the deceleration (G xGVCtgt ) as the main operation.
  • the actuator used for G-Vectoring control drives the piston with an electric motor and generates the deceleration by pressing the brake pad against the brake disc with the generated hydraulic pressure, the gap between the brake pad and the brake disc is closed.
  • the command value that controls the actuator to generate a fluid pressure of about the level is used as the actuator drive command value in the preliminary operation, and brake torque that generates the deceleration command value G x GVCtgt of G-Vectoring control is applied to each wheel.
  • the command value for controlling the driving of the actuator so that it is generated is set as the actuator driving command value in this operation.
  • the input command value on the actuator side is a deceleration command value
  • a small constant deceleration is used as the actuator drive command value in the preliminary operation.
  • the deceleration command value G xGVCtgt in G-Vectoring control is used as the actuator. Drive command value.
  • an actuator drive control command value is calculated so as to drive and control the plurality of actuators in S200.
  • the control command value of the transmission is used as the actuator drive command value in the preliminary operation so that the clutch is connected, and the engine torque command value that realizes the deceleration command value by G-Vectoring control by the engine torque control is the actuator drive command value in this operation.
  • an actuator drive control command value is calculated so as to drive and control the actuator in S200 so as to change the actuator to be used according to the state of the actuator.
  • the command value for allowing the electric motor to be in a regenerative braking state under the condition that the regenerative braking can be performed by the electric motor is the actuator drive command value in this operation.
  • the command value that controls the actuator to generate hydraulic pressure is the actuator drive command value in the preliminary operation, and the brake torque that generates the deceleration command value G x GVCtgt of G-Vectoring control is generated on each wheel
  • the command value for performing actuator drive control is set as the actuator drive command value in this operation.
  • the actuator drive command value is sent to the drive control controller of each actuator.
  • an actuator drive command value is sent to the drive controller of the brake actuator.
  • the actuator drive command value for preliminary operation is sent to the drive controller for the transmission
  • the actuator drive command value for main operation is sent to the drive controller for the combustion engine.
  • the actuator drive command value calculated in S200 is sent to the electric motor, and the hydraulic brake actuator is supplied with hydraulic pressure.
  • An actuator drive command value that does not perform deceleration control by the brake actuator is sent. If regenerative braking is impossible, the actuator drive command value calculated in S200 is sent to the hydraulic brake actuator, and the actuator drive command value not subjected to deceleration control by the electric motor is sent to the electric motor.
  • the command value for performing the preliminary operation of the actuator is sent to the actuator to control the drive, so that it is difficult to achieve G-Vectoring control with single response Even so, the responsiveness required for the G-Vectoring control can be realized, and the stability and the avoidance performance can be improved during the avoidance operation of the driver.
  • Vehicle motion control device 2 Acceleration sensor 3: Gyro sensor 4: Steering wheel 5: Steering angle sensor 6: Obstacle detection sensor 7: Tire 8: Wheel speed sensor 9: Own vehicle position detection sensor 10: Brake control unit 11: Brake actuator 12: Drive torque control unit 13: Drive actuator 14: Communication bus line 15: Rudder angle control unit 16: Rudder angle control actuator 17: Brake pedal sensor 18: Accelerator pedal sensor 19: Vehicle

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un appareil ou un procédé de commande de mouvement de véhicule qui modifie l'accélération longitudinale générée dans un véhicule en réponse au niveau d'écart par rapport à un trajet cible lorsque le véhicule prend un virage, et qui réalise un suivi de trajectoire cible avec peu d'interruptions pour le conducteur tout en maintenant une conduite stable même lorsque le véhicule prend un virage. L'appareil de commande de mouvement de véhicule selon l'invention comprend une unité d'acquisition de trajectoire cible qui acquiert une trajectoire cible le long de laquelle doit se déplacer un véhicule, et une unité de commande de vitesse qui augmente ou diminue l'accélération longitudinale générée dans le véhicule lorsque le sens de déplacement du véhicule est positif. Si le véhicule s'écarte de la trajectoire cible en prenant un virage, l'unité de commande de vitesse exécute une commande d'accélération longitudinale pour augmenter ou diminuer l'accélération longitudinale.
PCT/JP2017/015788 2016-07-29 2017-04-19 Appareil de commande de mouvement de véhicule WO2018020760A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2016149178A JP6786293B2 (ja) 2016-07-29 2016-07-29 車両運動制御装置
JP2016-149178 2016-07-29

Publications (1)

Publication Number Publication Date
WO2018020760A1 true WO2018020760A1 (fr) 2018-02-01

Family

ID=61016669

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2017/015788 WO2018020760A1 (fr) 2016-07-29 2017-04-19 Appareil de commande de mouvement de véhicule

Country Status (2)

Country Link
JP (1) JP6786293B2 (fr)
WO (1) WO2018020760A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112193243A (zh) * 2020-10-20 2021-01-08 河北工业大学 一种基于避障系统的多转向模式控制方法

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPWO2023100482A1 (fr) * 2021-11-30 2023-06-08

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004259151A (ja) * 2003-02-27 2004-09-16 Denso Corp 衝突回避制御装置
JP2009286279A (ja) * 2008-05-29 2009-12-10 Fuji Heavy Ind Ltd 車両の運転支援装置
JP2012229722A (ja) * 2011-04-25 2012-11-22 Toyota Motor Corp 車両制御装置
JP2014193691A (ja) * 2013-03-29 2014-10-09 Hitachi Automotive Systems Ltd 車両の運動制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004259151A (ja) * 2003-02-27 2004-09-16 Denso Corp 衝突回避制御装置
JP2009286279A (ja) * 2008-05-29 2009-12-10 Fuji Heavy Ind Ltd 車両の運転支援装置
JP2012229722A (ja) * 2011-04-25 2012-11-22 Toyota Motor Corp 車両制御装置
JP2014193691A (ja) * 2013-03-29 2014-10-09 Hitachi Automotive Systems Ltd 車両の運動制御装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112193243A (zh) * 2020-10-20 2021-01-08 河北工业大学 一种基于避障系统的多转向模式控制方法
CN112193243B (zh) * 2020-10-20 2022-01-28 河北工业大学 一种基于避障系统的多转向模式控制方法

Also Published As

Publication number Publication date
JP2018016225A (ja) 2018-02-01
JP6786293B2 (ja) 2020-11-18

Similar Documents

Publication Publication Date Title
EP3530535B1 (fr) Dispositif de commande de déplacement de véhicule, procédé de commande de déplacement de véhicule et programme de commande de déplacement de véhicule
US10906544B2 (en) Dynamic gap control for automated driving
JP6204865B2 (ja) 車両の運動制御システム、車両、および、プログラム
CN102421645B (zh) 用于执行车辆驾驶稳定性的闭环或开环控制的方法和设备
JP6333655B2 (ja) 車両の運転補助を行うための方法及び装置
US6567748B2 (en) Motion control system for vehicle
JP7000765B2 (ja) 車両の走行制御装置
US8694209B2 (en) Apparatus for controlling motion of vehicle
EP3372463B1 (fr) Système d'assistance au déplacement d'un véhicule
EP2712780B1 (fr) Procédé et appareil permettant de mettre en oeuvre une aide à la conduite
JP2020104829A (ja) 車両の走行制御装置
JP6375034B2 (ja) 車両の運動制御システム
JP2009061878A (ja) 走行制御装置
JP2019043196A (ja) 運転支援装置、運転支援方法および運転支援システム
JP2009184675A (ja) 走行制御装置
WO2019176285A1 (fr) Dispositif de commande de véhicule, procédé de commande de véhicule et système de déplacement avec suivi de véhicule
WO2018020760A1 (fr) Appareil de commande de mouvement de véhicule
KR101410259B1 (ko) 경사로의 적응 순항 제어 방법
JP2020128165A (ja) 車両の走行制御装置
US10562523B2 (en) Vehicle control apparatus and vehicle control method
KR20210010729A (ko) 인휠 시스템 차량의 토크벡터링 제어 방법 및 장치
JP7178774B2 (ja) 移動体の運動制御装置、コンピュータプログラム、移動体の運動制御方法、および制御器
JP2020032893A (ja) 車両運動制御装置
JP7251249B2 (ja) 車両の自動制動装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 17833771

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 17833771

Country of ref document: EP

Kind code of ref document: A1