WO2019044025A1 - Dispositif de commande de mouvement pour unité mobile, programme informatique, procédé de commande de mouvement pour unité mobile, et dispositif de commande - Google Patents

Dispositif de commande de mouvement pour unité mobile, programme informatique, procédé de commande de mouvement pour unité mobile, et dispositif de commande Download PDF

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Publication number
WO2019044025A1
WO2019044025A1 PCT/JP2018/015891 JP2018015891W WO2019044025A1 WO 2019044025 A1 WO2019044025 A1 WO 2019044025A1 JP 2018015891 W JP2018015891 W JP 2018015891W WO 2019044025 A1 WO2019044025 A1 WO 2019044025A1
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WIPO (PCT)
Prior art keywords
control
controller
acceleration
vehicle
component device
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PCT/JP2018/015891
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English (en)
Japanese (ja)
Inventor
絢也 高橋
児島　隆生
今村　政道
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日立オートモティブシステムズ株式会社
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Publication of WO2019044025A1 publication Critical patent/WO2019044025A1/fr

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    • 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
    • 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
    • B60W40/02—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 ambient conditions
    • 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
    • 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
    • B60W40/114—Yaw movement
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/035—Bringing the control units into a predefined state, e.g. giving priority to particular actuators
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot

Definitions

  • the present invention relates to a motion control device for a moving body, a computer program, a motion control method for a moving body, and a controller.
  • Patent Documents 1 to 3 disclose motion control devices for mobiles (vehicles).
  • G-vectoring control hereinafter sometimes referred to as GVC
  • direct yaw moment control The yaw moment control or DYC may be used to control components (actuators) involved in the motion of the vehicle to improve the maneuverability and stability of the vehicle.
  • a host controller performing GVC and the like and a component device (actuator) involved in the motion of the vehicle are connected via communication means such as CAN (Controller Area Network), A configuration in which communication is performed between these can be considered.
  • CAN Controller Area Network
  • the present invention has been made in view of the above problems, and reduces the delay in communication between the controller of the component device involved in the motion of the vehicle and the component device, and also improves the operability and stability of the vehicle.
  • the purpose is to prevent damage.
  • a motion control device for a mobile body which has at least a first component device and a second component device involved in the motion of the mobile object, the first component device being controlled A controller, and a second controller for controlling the second component device, the first controller having a control algorithm for controlling the movement of the mobile body in a predetermined procedure;
  • the controller was a motion control device of a mobile having the same control algorithm as the first controller.
  • the present invention it is possible to reduce communication delay between the controller of the component device involved in the motion of the vehicle and the component device, and to prevent the operability and stability of the vehicle from being impaired.
  • FIG. 2 is a diagram showing a steering angle, lateral acceleration, lateral jerk, longitudinal acceleration command, braking force / driving force of four wheels as a time-calendar waveform when traveling as shown in FIG. 1.
  • FIG. 7 is a diagram showing an effect on lane change when controlling the deceleration by G-Vectoring control.
  • FIG. 6 is a diagram showing a longitudinal acceleration command value by G-Vectoring control and a yaw moment command value by Moment Plus control. It is a functional block diagram explaining a motion control device concerning an embodiment. It is a figure explaining operation of a movement control device.
  • the longitudinal direction of the vehicle is the x direction
  • the direction perpendicular thereto is the lateral (left and right) direction of the vehicle
  • the acceleration in the direction be the lateral acceleration.
  • the longitudinal acceleration is positive in the forward direction of the vehicle. That is, when the vehicle travels in the forward direction, the longitudinal acceleration that increases its speed is positive.
  • Lateral acceleration is defined as positive for lateral acceleration generated when turning counterclockwise (counterclockwise) while negative for lateral acceleration generated when turning clockwise (clockwise). I assume.
  • the turning radius of the vehicle in the counterclockwise direction is positive, and the reciprocal thereof is the traveling curvature of the vehicle.
  • the turning radius of the vehicle counterclockwise is positive, and the reciprocal thereof is the target track curvature.
  • the steering angle in the counterclockwise direction of the vehicle is positive.
  • G-Vectoring control automatically accelerates and decelerates in conjunction with the lateral movement of the vehicle by the steering wheel operation to generate load transfer between the front and rear wheels to improve the maneuverability and stability of the vehicle. It is a method.
  • the acceleration / deceleration command value (longitudinal acceleration command value G xc ) can be basically expressed by a value obtained by multiplying the lateral additive acceleration G y_dot by the gain C xy and giving a first-order delay.
  • G y vehicle lateral acceleration
  • G y_dot vehicle lateral jerk
  • C xy gain
  • T first-order lag time constant
  • s Laplace operator
  • G x_DC is acceleration command which is not linked to the lateral motion .
  • G x — DC is a deceleration component (offset) which is not linked to the lateral movement, and is a term which is necessary when there is a predictive deceleration when there is a corner ahead or an interval velocity command.
  • the sgn (signum) term is a term provided to obtain the above operation for both the right corner and the left corner. Specifically, it is possible to realize an operation of decelerating at the turn-in at the start of steering and stopping the deceleration when steady turning (when lateral acceleration becomes zero) and accelerating at the time of departure from the corner of steering return.
  • FIG. 1 is a diagram for explaining a specific traveling example to which G-Vectoring control is applied.
  • the traveling track shown in FIG. 1 includes a straight path A, a transition section B, a steady turning section C, a transition section D, and a straight section E.
  • the driver does not perform the acceleration / deceleration operation.
  • FIG. 2 is a diagram showing a steering angle, lateral acceleration, lateral jerk, longitudinal acceleration command calculated using Formula 1, braking force / driving force of four wheels as a time-calendar waveform.
  • the braking force and the driving force are distributed so that the front outer ring and the front inner ring, and the rear outer ring and the rear inner ring have the same values on the left and right (inner and outer).
  • the braking / driving force is a generic term for the force generated in the vehicle longitudinal direction of each wheel.
  • the braking force is a direction force to decelerate the vehicle, and the driving force is defined as a direction force to accelerate the vehicle.
  • 1 and FIG. 2 is a lateral acceleration G y generated when the vehicle turns left is positive, longitudinal acceleration G x in front of the vehicle traveling direction as a positive.
  • the force generated on each wheel is positive for the driving force and negative for the braking force.
  • a vehicle enters a corner from straight road section A.
  • the transient period B point 1 to the point 3
  • the lateral acceleration G y of the vehicle increases.
  • 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 time 3 when the lateral acceleration increase ends).
  • a deceleration instruction with an increase of the lateral acceleration G y is generated on the vehicle (G xc is negative).
  • braking force (minus sign) of substantially the same magnitude is applied to each of the front, outside, front inside, back outside, and rear inside wheels.
  • transient interval D points 5-7
  • the lateral acceleration G y of the vehicle decreases by the returning operation of the steering of the driver.
  • the lateral additional acceleration Gy_dot of the vehicle is negative, and according to Equation 1, a positive longitudinal acceleration command value Gxc (acceleration command) is generated in the vehicle.
  • Gxc acceleration command
  • the vehicle decelerates from the turn-in (point 1) at the start of steering to the clipping point (point 3), stops decelerating during steady circular turning (points 3 to 5), and starts steering reverse From point (5) it accelerates at the time of corner exit (point 7).
  • G-Vectoring control is applied to the vehicle, the driver can realize acceleration / deceleration movement linked to the lateral movement only by steering for turning.
  • a smooth curve (circled It becomes a characteristic movement to transition to).
  • the acceleration / deceleration command according to the embodiment is generated to make a curved transition with the passage of time in this diagram.
  • the curved transition for the left corner becomes transition clockwise as shown in FIG. 1, will transition path which was reversed for G x-axis for the right corner, the transition direction is counter clockwise.
  • FIG. 3 is a diagram showing an effect on lane change when deceleration is controlled by G-Vectoring control.
  • pylons A and pylons B are placed 30 m apart, and the vehicle is assumed to have carried out a lane change in which the vehicle passes through the left side of pylon A and moves to the right side of pylon B.
  • ESC Electro Stability Control
  • M + control gives the same effect as acceleration or deceleration of the above-mentioned G-Vectoring control by acceleration / deceleration by the difference in braking / driving force generated on the left and right wheels of the vehicle, and improves the promotion or stability of the yaw movement It is a way to make it happen.
  • a specific target yaw moment M z — G VC can be expressed by the following equation 2.
  • C mn is a proportional coefficient
  • T mn is a first-order lag time constant.
  • FIG. 4 is a diagram showing the relationship between increase and decrease in lateral acceleration, longitudinal acceleration command value G xc for G-Vectoring control, and target yaw moment M z — G VC for M + control.
  • the target yaw moment M z _GVC obtained by this formula applies a yaw moment in the direction promoting the turning generated in the vehicle, and when the value is negative the yaw moment in the direction suppressing the turning Shall be granted.
  • a positive yaw moment counterclockwise in the case of turning in the figure
  • a negative yaw moment clockwise in the case of turning in the figure before the end of the turn (section D) ).
  • G-Vectoring control In section B where lateral acceleration increases, G-Vectoring control generates a negative longitudinal acceleration command value (that is, decelerates the vehicle), and the yaw force after the start of turning due to the lateral force difference of the vehicle front and rear wheels accompanying load movement. Promote exercise.
  • M + control a yaw moment is directly generated around the center of gravity by a braking / driving force difference between the left and right wheels of the vehicle (in FIG.
  • the command value is zero in both G-Vectoring control and M + control.
  • G-Vectoring control generates a positive longitudinal acceleration command value (that is, accelerates the vehicle), and the lateral force difference between the vehicle front and rear wheels accompanying load movement causes yaw after the start of turning. Stabilize your movement.
  • the M + control stabilizes the yawing motion by directly generating a yaw moment around the center of gravity by the braking / driving force difference between the left and right wheels of the vehicle (in FIG. 4, the braking force is generated only at the right wheel of the vehicle).
  • both G-Vectoring control and M + control promote yaw motion in a section where the absolute value of lateral acceleration increases, and stabilize yaw motion in a section where the absolute value of lateral acceleration decreases.
  • An acceleration command value or a yaw moment command value is generated.
  • FIG. 5 is a functional block diagram for explaining the overall configuration of the motion control device 1 according to the embodiment.
  • the motion control device 1 of the vehicle 300 has a longitudinal acceleration controller 10 that controls the acceleration / deceleration actuator 100 and a longitudinal acceleration controller 20 that controls the acceleration / deceleration actuator 200.
  • the acceleration / deceleration actuators 100 and 200 are actuators (components of the vehicle) involved in acceleration / deceleration in the moving direction of the vehicle 300.
  • the acceleration / deceleration actuators 100 and 200 are arbitrary as long as they can control the acceleration generated in the moving direction of the vehicle 300 by controlling the driving force or the braking force generated between the tire and the road surface by different methods. Actuators can be employed.
  • Examples of the acceleration / deceleration actuators 100 and 200 include the following (A) to (E).
  • the acceleration / deceleration actuator 100 is a motor used as a power source of a motorized transportation device
  • the response for changing the longitudinal acceleration of the vehicle 300 can be quick, and fine control (fine adjustment) can be performed.
  • the case where the acceleration / deceleration actuator 200 is a brake system that brakes the motion of the vehicle 300 by a method different from the acceleration / deceleration actuator 100 will be described as an example.
  • the acceleration / deceleration actuator 200 is a brake system, it is possible to perform control such as changing (braking) largely, although the response to change the longitudinal acceleration of the vehicle 300 is slow.
  • the longitudinal acceleration controller 10 includes a basic control calculation unit 11, a GVC control unit 12, a command value calculation unit 13, and a transmission unit 14.
  • the basic control calculation unit 11 calculates a basic control command value CA1 for controlling the acceleration / deceleration actuator 100.
  • the actuator control information 50 and the vehicle motion information 51 are input to the basic control calculation unit 11, and the basic control calculation unit 11 adds the information based on the actuator control information 50 and the vehicle motion information 51.
  • the basic control command value CA1 for controlling the deceleration actuator 100 is calculated.
  • the actuator control information 50 is information directly necessary for control of the acceleration / deceleration actuator 100, and the purpose is to transmit information between controllers controlling different actuators from sensors provided in the vehicle 300. Directly through the communication means CAN 60.
  • the acceleration / deceleration actuator 100 when the acceleration / deceleration actuator 100 is an intake / exhaust valve, it is information for controlling the valve timing of the intake / exhaust valve, and when the acceleration / deceleration actuator 100 is a brake system, information for controlling the hydraulic pressure of the brake. If the acceleration / deceleration actuator 100 is a motor, it is information for controlling the motor torque. These pieces of information are acquired by various sensors provided in the vehicle.
  • the actuator control information 50 is information (motor torque control information) for controlling motor torque, and this motor torque control information does not go through the CAN 60. Directly to the basic control calculation unit 11.
  • the vehicle motion information 51 is sensor information of various sensors provided in the vehicle 300, and is information other than the actuator control information 50.
  • the sensor information is input to the basic control calculation unit 11, the GVC control unit 12 described later, and the command value calculation unit 13 via the CAN 60 of the vehicle 300.
  • Examples of the vehicle motion information 51 include sensor information such as engine torque, engine speed, motor speed, vehicle speed, acceleration, steering angle, presence or absence of an obstacle around the vehicle, and the like.
  • the basic control operation unit 11 generates the motor torque based on the motor torque control information (the actuator control information 50) and the motor rotation speed (the vehicle motion information 51). Calculation of (basic control command value CA1) is performed.
  • the GVC control unit 12 calculates a GVC command value CB1 for controlling the acceleration in the moving direction of the vehicle 300.
  • the vehicle motion information 51 described above is input to the GVC control unit 12, and the GVC control unit 12 determines the longitudinal acceleration (acceleration / deceleration actuator in the moving direction of the vehicle 300 based on the vehicle motion information 51).
  • the GVC command value CB1 is calculated.
  • the GVC control unit 12 stores a control program 121 having a GVC control algorithm.
  • the GVC control unit 12 executes the control program 121 to calculate the GVC command value CB1 for controlling the longitudinal acceleration of the vehicle 300 by the GVC based on the GVC control algorithm.
  • a lower intervention serving as a determination criterion of whether or not to interpose the acceleration / deceleration actuator 100 in order to control the longitudinal acceleration G2 of the vehicle 300 to the GVC command value CB1.
  • a threshold (lower intervention threshold K11) and an intervention threshold above the lower intervention threshold K11 (upper intervention threshold K12) are set.
  • the GVC control unit 12 sets the longitudinal acceleration G2 of the vehicle 300 to the GVC command value.
  • the actuator 100 is controlled to be CB1 (see the lower diagram in FIG. 6).
  • the lower intervention threshold K11 and the upper intervention threshold K12 are collectively referred to as an intervention threshold K1 unless otherwise specified.
  • the absolute value of the lower intervention threshold 11 and the absolute value of the upper intervention threshold 12 do not necessarily have the same magnitude, but may have the same magnitude.
  • the basic control command value CA1 calculated by the basic control calculation unit 11 described above, the GVC command value CB1 calculated by the GVC control unit 12, and the vehicle motion information 51 are input to the command value calculation unit 13.
  • the command value calculation unit 13 combines the basic control command value CA1 input from the basic control calculation unit 11, the GVC command value CB1 input from the GVC control unit 12, and the vehicle motion information 51 to obtain an acceleration / deceleration actuator.
  • the actuator command value CC1 for controlling 100 is calculated.
  • the actuator command value CC1 calculated by the command value calculation unit 13 is output to the transmission unit 14, and is transmitted from the transmission unit 14 to the acceleration / deceleration actuator 100.
  • the acceleration / deceleration actuator 100 is driven based on the received actuator command value CC1, and the longitudinal acceleration G2 of the vehicle 300 is controlled by the drive of the acceleration / deceleration actuator 100.
  • the output of the motor is adjusted by GVC in the longitudinal acceleration controller 10, and the longitudinal acceleration G2 of the vehicle 300 is controlled according to the output of the motor.
  • the longitudinal acceleration controller 20 includes a basic control calculation unit 21, a GVC control unit 22, a command value calculation unit 23, and a transmission unit 24.
  • the basic control calculation unit 21, the GVC control unit 22, the command value calculation unit 23, and the transmission unit 24 are the basic control calculation unit 11, the GVC control unit 12, the command value calculation unit 13, and the transmission in the longitudinal acceleration controller 10 described above, respectively. Since it has the same function as the unit 14, it will be described as needed.
  • Basic control calculation unit 21 calculates basic control command value DA1 for controlling acceleration / deceleration actuator 200 based on input vehicle motion information 51 and actuator control information 52.
  • the actuator control information 52 is information directly necessary for control of the acceleration / deceleration actuator 200, and is directly input from a sensor provided in the vehicle 300 without passing through the CAN 60.
  • the acceleration / deceleration actuator 200 when the acceleration / deceleration actuator 200 is an intake / exhaust valve, it is information for controlling the valve timing of the intake / exhaust valve, and when the acceleration / deceleration actuator 200 is a brake system, information for controlling the hydraulic pressure of the brake. If the acceleration / deceleration actuator 200 is a motor, it is information for controlling the motor torque. These pieces of information are acquired by various sensors provided in the vehicle.
  • the actuator control information 52 is information (hydraulic control information) for controlling the hydraulic pressure of the brake, and this hydraulic control information is a basic control calculation unit It is directly input to 21.
  • the basic control calculation unit 21 is a hydraulic pressure for controlling the brake system based on the hydraulic pressure control information (actuator control information 50) of the current brake and the vehicle speed (vehicle motion information 51). Calculation of (basic control command value DA1) is performed.
  • the vehicle motion information 51 is input to the GVC control unit 22, and the GVC control unit 22 is configured to control the longitudinal acceleration G2 of the vehicle 300 based on the vehicle motion information 51 by using the GVC command. Calculate the value DB1.
  • the GVC control unit 22 stores a control program 121 having a GVC control algorithm common to that of the GVC control unit 12 described above.
  • the GVC control unit 22 executes the control program 121 to calculate the GVC command value DB1 for controlling the longitudinal acceleration G2 of the vehicle 300 based on the control algorithm.
  • the lower intervention threshold serving as a determination reference of whether or not to interpose the acceleration / deceleration actuator 200 to control the longitudinal acceleration G2 of the vehicle 300 to become the GVC command value DB1.
  • (Lower intervention threshold K21) and an upper intervention threshold (upper intervention threshold K22) than the lower intervention threshold K21 are set.
  • the GVC control unit 22 sets the longitudinal acceleration G2 of the vehicle 300 to the GVC command value.
  • the acceleration / deceleration actuator 100 is controlled to be DB1 (see the lower diagram in FIG. 6).
  • the lower intervention threshold K21 and the upper intervention threshold K22 are collectively referred to as an intervention threshold K2 unless otherwise specified.
  • the absolute value of the lower intervention threshold 21 and the absolute value of the upper intervention threshold 22 do not necessarily have the same magnitude, but may have the same magnitude.
  • the basic control command value DA1 which is the calculation result in the basic control calculation unit 21 described above
  • the GVC command value DB1 which is the calculation result in the GVC control unit 22, and the vehicle motion information 51 are input to the command value calculation unit 23. Ru.
  • the command value calculation unit 23 combines the basic control command value DA1 input from the basic control calculation unit 21, the GVC command value DB1 input from the GVC control unit 22, and the vehicle motion information 51 to obtain an acceleration / deceleration actuator.
  • An actuator command value DC1 for controlling 200 is calculated.
  • the actuator command value DC1 calculated by the command value calculation unit 23 is output to the transmission unit 24, and is transmitted from the transmission unit 24 to the acceleration / deceleration actuator 200.
  • the acceleration / deceleration actuator 200 is driven based on the received actuator command value DC1, and the longitudinal acceleration G2 of the vehicle 300 is controlled by the drive of the acceleration / deceleration actuator 200.
  • the braking force (hydraulic pressure) of the brake is controlled by the GVC in the longitudinal acceleration controller 20, and the longitudinal acceleration G2 of the vehicle 300 is controlled according to the braking force (hydraulic pressure) of the brake. It is controlled.
  • FIG. 6 is a diagram for explaining the operation of the motion control device 1.
  • the upper diagram in FIG. 6 has time on the horizontal axis and the lateral acceleration G1 of the vehicle 300 on the vertical axis
  • the lower diagram in FIG. 6 has time on the horizontal axis and the front and rear of the vehicle 300 on the vertical axis.
  • the acceleration G2 is taken.
  • the lateral acceleration G1 of the vehicle 300 when the vehicle 300 bends a gentle curve is shown at time t1 to t4, and the vehicle 300 is an obstacle at time t5 to t9.
  • the lateral acceleration G1 of the vehicle 300 in the case of lane change such as avoidance is shown.
  • time t1 to t2 is when the vehicle 300 enters the curve (point 1 to point 3 in FIG. 1), and the lateral acceleration G1 of the vehicle 300 gradually increases (FIG. 6 above) G2 (GVC command values CB1, DB1) after longitudinal acceleration of the vehicle 300 is decreased according to (see FIG. 6) (see the lower diagram of FIG. 6).
  • Times t2 to t3 are states when the vehicle 300 is bending a curve (points 3 to 5 in FIG. 1), and the lateral acceleration G1 of the vehicle 300 has a substantially constant value (the upper part of FIG. 6).
  • the longitudinal acceleration G2 (GVC command values CB1, DB1) of the vehicle 300 is substantially zero (see FIG. 6).
  • the time t3 to t4 is a state when the vehicle 300 gets out of the curve (point 5 to point 7 in FIG. 1), and the lateral acceleration G1 of the vehicle 300 decreases (see the upper diagram in FIG. 6)
  • the longitudinal acceleration G2 (GVC command values CB1, DB1) of the vehicle 300 is increased (see the lower diagram in FIG. 6).
  • the GVC command value CB1 (one-dot chain line in FIG. 6) becomes smaller than the lower intervention threshold K11 in the time t1 to t2.
  • the actuator 100 is driven to set the longitudinal acceleration G2 to the GVC command value CB1 (solid line in FIG. 6).
  • the GVC command value CB1 (one-dot chain line in FIG. 6) becomes larger than the upper intervention threshold K12, so the longitudinal acceleration controller 10 determines the longitudinal acceleration G2 of the vehicle 300 as the GVC command value CB1.
  • the actuator 100 is driven so as to be (solid line in FIG. 6).
  • the actuator 200 is not driven by the longitudinal acceleration controller 20.
  • the longitudinal acceleration G2 (GVC command value) of the vehicle 300 is responsive to the lateral acceleration G1 of the vehicle 300 increasing sharply (see the upper diagram of FIG. 6).
  • CB1 and DB1) are greatly reduced (see the bottom of FIG. 6).
  • the longitudinal acceleration G2 (GVC command values CB1, DB1) of the vehicle 300 is increased according to the lateral acceleration G1 of the vehicle 300 decreasing sharply (see the lower diagram in FIG. 6) See the figure below in Figure 6).
  • the longitudinal acceleration G2 (GVC command) of the vehicle 300 is responsive to the lateral acceleration G1 of the vehicle 300 rapidly increasing and returning to 0 (see the upper diagram in FIG. 6).
  • the values CB1, DB1) are increased (see the bottom of FIG. 2).
  • the GVC command value DB1 (broken line in FIG. 6) becomes smaller than the lower intervention threshold value K21.
  • the actuator 200 is driven so that the longitudinal acceleration G2 of the vehicle 300 becomes the GVC command value DB1 (solid line in FIG. 6).
  • the longitudinal acceleration G2 of the vehicle 300 can not be increased to the GVC command value DB1 by the actuator 200. Therefore, after acceleration in the longitudinal direction G2 of the vehicle 300 is increased by driving the actuator 100, which is a motor. However, actuator 100 can not increase longitudinal acceleration G2 of vehicle 300 more than a certain acceleration. As a result, in the embodiment, the increase in the longitudinal acceleration G2 of the vehicle 300 is stopped at a constant acceleration caused by the actuator 100 (motor) (see the lower diagram in FIG. 6).
  • the longitudinal acceleration G2 (GVC command value CB1) of the vehicle 300 is smaller than the lower intervention threshold K11, so the longitudinal acceleration G2 is also controlled by the longitudinal acceleration controller 10. Ru.
  • the acceleration / deceleration actuator 100 controlled by the longitudinal acceleration controller 10 is a motor and can not generate a large driving force or braking force, but the GVC command value DB1 is larger than the intervention threshold K2
  • the longitudinal acceleration G2 of the vehicle 300 can be controlled by the control of the acceleration / deceleration actuator 200 of the longitudinal acceleration controller 20.
  • the motion control device 1 includes the longitudinal acceleration controllers 10 and 20 that drive the acceleration / deceleration actuators 100 and 200 having different driving forces or braking forces based on the same control algorithm.
  • the controller 10 uses the acceleration / deceleration actuator 100 with quick response or small driving force or braking force as the GVC control algorithm. Drive based.
  • the longitudinal acceleration controller 20 has a slow response when the longitudinal acceleration G2 of the vehicle 300 becomes larger (or smaller) than the predetermined intervention threshold, but the acceleration / deceleration actuator 200 having a large driving force or braking force is used. , Drive based on the same control algorithm as the longitudinal acceleration controller 100.
  • the motion control device 1 can appropriately perform motion control of the vehicle 300 by performing GVC as described above.
  • a motion control device 1 of a vehicle 300 having at least an acceleration / deceleration actuator 100 (first component device) and an acceleration / deceleration actuator 200 (second component device) involved in the motion of the vehicle 300 (moving object).
  • Longitudinal acceleration controller 20 (first controller) for controlling the acceleration / deceleration actuator 100
  • a longitudinal acceleration controller 20 (second controller) for controlling the acceleration / deceleration actuator 200
  • the controller 10 has a control algorithm for realizing the GVC of the motion of the vehicle 300 in a predetermined procedure
  • the longitudinal acceleration controller 20 has the same control algorithm as the longitudinal acceleration controller 10.
  • the communication delay when the upper controller and the acceleration / deceleration actuator are connected by CAN Will occur.
  • the longitudinal acceleration controllers 10 and 20 since each of the longitudinal acceleration controllers 10 and 20 has a common control algorithm (control program 121) for performing GVC, the longitudinal acceleration controllers 10 and 20 are connected via CAN. Since the acceleration / deceleration actuators 100 and 200 can be controlled directly, the influence of communication delay can be reduced.
  • each of the longitudinal acceleration controllers 10, 20 has a common control algorithm for GVC, one of the longitudinal acceleration controllers 10, 20 is in a situation where it fails or can not perform GVC.
  • the other longitudinal acceleration controllers 10 and 20 can also perform GVC. Therefore, compared with the case where GVC can not be performed at all, it is possible to reduce the discomfort of the driver's operation and to improve the driving stability.
  • the acceleration / deceleration actuator 100 is a device for controlling the velocity or acceleration in the movement direction of the vehicle 300, and the longitudinal acceleration controller 10 controls the acceleration / deceleration actuator 100 based on the control algorithm to control the movement direction of the vehicle 300.
  • the acceleration / deceleration actuator 200 is a device for controlling the velocity or acceleration in the moving direction of the vehicle 300 while controlling the velocity or acceleration, and the longitudinal acceleration controller 20 is based on a control algorithm common to the longitudinal acceleration controller 10. By controlling the deceleration actuator 200, the speed or acceleration in the moving direction of the vehicle 300 is controlled.
  • the longitudinal acceleration controllers 10 and 20 can reliably control the speed or acceleration in the moving direction of the vehicle 300 based on the common control algorithm.
  • the longitudinal acceleration controller 10 determines the speed or acceleration of the moving direction of the vehicle 300 based on the GVC control algorithm. While performing the control, when the GVC command value DB1 becomes greater than (or smaller than) the intervention threshold K2 (second threshold) different from the intervention threshold K1 while performing the control, the longitudinal acceleration controller 10 Control of the velocity or acceleration in the moving direction of the vehicle 300 based on the common control algorithm is performed.
  • each of the longitudinal acceleration controllers 10 and 20 has different intervention threshold values for the acceleration / deceleration actuators 100 and 200 to intervene in the motion of the vehicle 300, so that they correspond to various driving scenes of the vehicle 300.
  • the control of the acceleration / deceleration actuators 100 and 200 can be appropriately performed.
  • the control algorithm is configured to control so that the absolute value of the acceleration G2 in the front-rear direction of the vehicle 300 increases as the change per unit time of the lateral acceleration G1 of the vehicle 300 increases.
  • an algorithm of G-vectoring control can be suitably adopted as the control algorithm.
  • FIG. 7 is a functional block diagram for explaining a motion control device 1A according to the second embodiment.
  • adjustment information 53, 54 for controlling the longitudinal acceleration controllers 10A, 20A is from another controller 30 different from the longitudinal acceleration controllers 10A, 20A,
  • the points input to the longitudinal acceleration controllers 10A and 20A are different from the embodiment described above.
  • the other controller 30 is an upper controller of the longitudinal acceleration controllers 10A and 20A.
  • the motion control device 1A has a longitudinal acceleration controller 10A and a longitudinal acceleration controller 20A.
  • the command value calculation unit 13A of the longitudinal acceleration controller 10A is provided with a communication unit (not shown) with an external device, and the command value calculation unit 13A communicates with the other controller 30 via this communication unit. It is connected.
  • command value calculation unit 23A of the longitudinal acceleration controller 20A is provided with a communication unit (not shown) with an external device, and the command value calculation unit 23A is connected to another controller via this communication unit. Connected with 30.
  • the other controller 30 is a controller different from the longitudinal acceleration controllers 10A and 20A, and as an example, an ECU (Electronic Control Unit) for motion control of the vehicle 300 can be applied.
  • ECU Electronic Control Unit
  • the controller 30 is a host controller of the longitudinal acceleration controllers 10A and 20A, and in this controller 30, sensor information and longitudinal acceleration from various sensors (not shown) provided in the vehicle 300 are obtained.
  • the normal / abnormal information of the controllers 10A, 20A, etc. is input via the CAN 60, and when the vehicle 300 is an automatically driven vehicle, preset driving route information is input via the CAN 60.
  • the controller 30 calculates the adjustment information 53, 54 based on the information, and transmits the adjustment information 53, 54 to the longitudinal acceleration controllers 10A, 20A, respectively.
  • the adjustment information 53, 54 is information such as the actuator command values CC1, DC1 gain calculated by the command value calculators 13A, 23A, filter time constants, intervention thresholds K1, K2, intervention conditions, and the like.
  • the controller 30 calculates adjustment information 53, 54 for adjusting the intervention threshold values K1, K2 based on various sensor information of the vehicle 300 and the like, and transmits the adjustment information 53, 54 to the command value calculation unit 13A.
  • the intervention threshold values K1 and K2 at which the acceleration / deceleration actuators 100 and 200 intervene in motion control are adjusted based on the transmitted adjustment information 53 and 54.
  • the longitudinal acceleration controllers 10A and 20A drive the acceleration / deceleration actuators 100 and 200 based on the intervention threshold values K1 and K2 adjusted by the controller 30, and control the longitudinal acceleration G2 of the vehicle 300. It has become.
  • the controller 30 determines the gain and filter time constant of the actuator command value CC1 and DC1, the intervention threshold K1 and K2, and the intervention condition based on the normality / abnormality information of the longitudinal acceleration controller 10A or the longitudinal acceleration controller 20A. May be adjusted. In this way, the acceleration / deceleration actuators 100 and 200 can be driven by the longitudinal acceleration controller 10A or the longitudinal acceleration controller 20A operating normally, so that the longitudinal acceleration G2 of the vehicle 300 can be appropriately controlled. Can.
  • the controller 30 does not perform GVC of the acceleration / deceleration actuators 100 and 200 by the anteroposterior acceleration controller 10A or the anteroposterior acceleration controller 20A having abnormality, and the other normal longitudinal acceleration controller 10A or the anteroposterior acceleration controller 20A Adjust the intervention threshold values K1 and K2 and intervention conditions for performing GVC according to.
  • the motion control device 1A even if one of the acceleration / deceleration actuators 100, 200 can not be properly driven, motion control of the vehicle 300 can be performed only by the other acceleration / deceleration actuators 100, 200. The discomfort of the operation can be reduced.
  • FIG. 8 is a flowchart of processing executed by the command value calculator 13A (or the command value calculator 23A) according to the second embodiment.
  • step S101 the command value calculation unit 13A (23A) performs an input signal reception process.
  • the input signal is vehicle motion information 51, information 50, 52 for actuator control, GVC command value CB1 (or GVC command value DB1) input from GVC control unit 12 (or GVC control unit 22). , Adjustment information 53 (or adjustment information 54).
  • the adjustment information 53 is the intervention threshold K1 (K2) that determines whether to control the longitudinal acceleration G2 by the acceleration / deceleration actuators 100 and 200, and the lower intervention threshold K11
  • the command value calculation unit 13A (23A) receives (K21) and the upper intervention threshold K12 (K22).
  • step S102 the command value calculation unit 13A (23A) determines whether the adjustment information 53 (54) input in step S101 has been received normally. If the command value calculation unit 13A (23A) determines that the adjustment information 53 (54) has been received normally (step S102: Yes), the process proceeds to step S103.
  • step S103 the command value calculation unit 13A (23A) calculates the actuator control basic command value CC11 (DC11) based on the adjustment information 53 (54) which is the intervention information K1.
  • the calculation of the actuator control basic command value CC11 (DC11) in the command value calculation unit 13A (23A) is performed using Formula 3 and Formula 4 below.
  • step S104 the command value calculation unit 13A (23A) performs acceleration / deceleration based on the actuator control basic command value CC11 (DC11) calculated in step S103, the vehicle motion information 51, and the actuator control information 50, 52.
  • the actuator command value CC1 (DC1) of the actuator 100 (200) is calculated.
  • step S105 the command value calculation unit 13A (23A) transmits the actuator command value CC1 (DC11) calculated in step S104 to the transmission unit 14 (24), and ends the process.
  • step S102 when the command value calculation unit 13A (23A) determines that the adjustment information 53 is not properly received (abnormal) (step S102: No), the process proceeds to step S106.
  • the case where the adjustment information 53 is not received normally means that the adjustment information 53 can not be received normally due to a failure of the controller 30 transmitting the adjustment information 53, a communication error with the controller 30, or the like.
  • the determination as to whether the adjustment information 53 has been received normally can be made using a method such as detection using a checksum or detection using another state monitoring controller (not shown).
  • step S106 the command value calculation unit 13A (23A) calculates the actuator control basic command value CC11 using a preset intervention threshold value, proceeds to step S104, and in step S104, calculates in step S106.
  • Actuator command value CC1 for controlling the acceleration / deceleration actuator 100 (200) by GVC based on the determined actuator control basic command value CC11 (DC11), vehicle motion information 51, and actuator control information 50, 52 Calculate (DC1).
  • adjustment information 53 and 54 are input from the upper (other) controller 30, By driving the acceleration / deceleration actuators 100 and 200 based on the adjustment information 53 and 54, motion control of the vehicle 300 can be appropriately performed.
  • the upper controller 30 adjusts the adjustment information 53, 54 (the intervention threshold K1, K2, the intervention condition, etc.) It can be changed according to the movement status of the vehicle 300, the presence or absence of an obstacle around the vehicle, and the like. Therefore, when the controller 30 can acquire an obstacle around the vehicle 300 and a future travel route (travel scene) from each sensor, the controller 30 adjusts the adjustment information 53 (54) to the obstacle or travel route in the vicinity. By changing according to (traveling scene), motion control of the vehicle 300 can be implemented more appropriately.
  • the actuator command value CC1 for example, brake
  • DC1 the gain of DC1
  • the adjustment information 53, 54 is transmitted from the upper (other) controller 30, for example, the control program 121 (GVC control algorithm) in any of the lower order longitudinal acceleration controllers 10A, 20A.
  • the control program 121 GVC control algorithm
  • the gains of the longitudinal acceleration controllers 10A and 20A, the filter time constant, and the intervention threshold K1 which can perform the motion control by the adjustment information 53 and 54, Motion control of the vehicle 300 can be appropriately implemented by adjusting K2 and the like.
  • the upper (other) controller 30 transmits the adjustment information 53, 54 to the longitudinal acceleration controllers 10A, 20A in the embodiment described above, the present invention is limited thereto. is not.
  • the adjustment information 53, 54 may be generated by one longitudinal acceleration controller 10A, 20A, and the adjustment information 53, 54 may be transmitted to the other longitudinal acceleration controller 10A, 20A.
  • the other longitudinal acceleration controller 10A can not be controlled by the GVC by one longitudinal acceleration controller 10A or 20A.
  • control by GVC can be compensated and appropriately performed.
  • the driver's discomfort in the operation can be further reduced.
  • the longitudinal acceleration controller 10A, 20A on the other side directly provides information on the state of the longitudinal acceleration controller 10A, 20A on one side.
  • the intervention condition of the other longitudinal acceleration controller 10A or 20A may be changed as a trigger. For example, information that one longitudinal acceleration controller 10A or 20A has difficulty in driving the acceleration / deceleration actuator 100 or 200 is detected by the other longitudinal acceleration controller 10A or 20A, and the information is detected.
  • the other longitudinal acceleration controller 10A, 20A detected may be configured to generate the adjustment information 53, 54 so as to change the intervention condition or the like based on the information.
  • the longitudinal acceleration controllers 10A and 20A can directly adjust the adjustment information as compared with the case where the upper (other) controller 30 transmits the adjustment information 53 and 54 to the longitudinal acceleration controllers 10A and 20A. Since 53 and 54 are generated, it is possible to reduce a delay of communication time when transmitting the adjustment information 53 and 54 while performing motion control of the vehicle according to the traveling scene by the adjustment information 53 and 54. Even if one of the longitudinal acceleration controllers 10A and 20A fails, the motion control can be compensated by the other longitudinal acceleration controllers 10A and 20A.
  • the superordinate controller 30 (third controller) different from the longitudinal acceleration controller 10 and the longitudinal acceleration controller 20 is further included, and the superordinate controller 30 indicates the motion state or the surrounding condition of the vehicle 300. Setting and changing the intervention threshold values K1 and K2 based on
  • the higher-level controller 30 can acquire the various sensor information of the vehicle 300, the higher-level controller 30 can calculate the adjustment information 53 based on the various sensor information.
  • the acceleration / deceleration actuators 100 and 200 are the vehicles after considering the driving situation and the surrounding situation of the vehicle 300. Intervention thresholds K1 and K2 to intervene in 300 driving can be set and changed appropriately.
  • the longitudinal acceleration controllers 10 and 20 are configured to change at least one of the intervention threshold values K1 and K2 of the acceleration / deceleration actuators 100 and 200 and the intervention condition based on the adjustment information 53.
  • the longitudinal acceleration controllers 10 and 20 can set and change the intervention threshold values K1 and K2 according to the driving situation and driving scene of the vehicle 300, and control by acceleration and deceleration of the vehicle 300 by GVC Can be done more properly.
  • the longitudinal acceleration controllers 10 and 20 can acquire the adjustment information 53 calculated based on the exercise status and the surrounding status from the upper controller 30. Therefore, the longitudinal acceleration controllers 10 and 20 can appropriately control the longitudinal acceleration of the vehicle 300 based on the adjustment information 53 using GVC.
  • step S102 the calculation step (step S102) is performed based on the preset advance adjustment information (intervention threshold).
  • the actuator command value CC1 or the actuator command value DC1 for driving the deceleration actuator 100 or the acceleration / deceleration actuator 200 is calculated by the same control algorithm.
  • the longitudinal acceleration control can be performed even when the higher-level controller 30 can not calculate the adjustment information 53 normally or when the adjustment information 53 can not be obtained due to a communication error with the upper-layer controller 30 or the like.
  • the units 10 and 20 can appropriately perform control by the GVC of the acceleration / deceleration actuators 100 and 200 based on preset adjustment information.
  • the motion control of the vehicle 300 is performed by controlling the longitudinal acceleration of the vehicle 300 by driving the acceleration / deceleration actuators 100 and 200.
  • the present invention is not limited to this. It is not a thing.
  • motion control of the vehicle 300 may be performed using a direct yaw-moment control (DYC) actuator instead of the acceleration / deceleration actuator.
  • DYC direct yaw-moment control
  • FIG. 9 is a functional block diagram for explaining a motion control device 1B according to the third embodiment.
  • FIG. 10 is a diagram for explaining the operation of the motion control device 1B according to the third embodiment.
  • the longitudinal acceleration control is performed in the embodiment described above in that the DYC actuators 400 and 500 are controlled by DYC (Direct Yaw-moment Control) controllers 70 and 80. This is different from the case where the acceleration / deceleration actuators 100 and 200 are controlled by the controllers 10 (10A) and 20 (20A).
  • DYC Direct Yaw-moment Control
  • the motion control device 1B includes a DYC controller 70 and a DYC controller 80.
  • the DYC controller 70 controls the yaw moment of the DYC actuator 400.
  • the DYC controller 80 The yaw moment control of the DYC actuator 500 is performed.
  • the DYC actuators 400 and 500 generate different driving forces or braking forces at the left and right wheels of the vehicle 300 by controlling the driving force or braking force generated between the tire of the vehicle 300 and the road surface in different ways. As long as the yaw moment M (see FIG. 3) acting on the vehicle 300 can be controlled, any arbitrary one can be used.
  • Examples of the DYC actuators 400 and 500 include the following (F), (G) and (H).
  • (F) A device that controls the drive torque or braking torque acting on the tire by controlling the distribution amount of drive torque generated by a power source (for example, an engine or motor) to the left and right wheels by a torque vectoring actuator.
  • (G) A device for independently driving or braking left and right wheels with a motor (in-wheel motor), a device for controlling braking torque or driving torque acting on each tire by controlling the current flowing to the motor independently.
  • (H) A device for independently controlling the braking forces acting on the left and right wheels by pressing the brake pads against the brake disks of the left and right wheels.
  • the DYC actuator 400 is a motor used as a power source of a motorized transportation device
  • the control response is quick, and fine control (fine adjustment) can be performed to change the yaw moment of the vehicle 300 to a small value.
  • the DYC actuator 500 will be described by exemplifying a case where it is a brake system for braking the vehicle 300.
  • the brake system is slow in response due to hydraulic pressure control, but on the other hand, can perform control such as greatly changing (braking) the yaw moment M of the vehicle 300.
  • the DYC controller 70 includes a basic control calculation unit 71, a DYC control unit 72, a command value calculation unit 73, and a transmission unit 74.
  • Basic control calculation unit 71 calculates control command value EA1 for generating motor torque of DYC actuator 400 (for example, motor) based on actuator control information 50A and vehicle motion information 51A.
  • the DYC control unit 72 calculates a DYC command value EB1 for controlling the yaw moment M of the vehicle 300 by DYC.
  • the vehicle motion information 51A is input to the DYC control unit 72, and the DYC control unit 72 calculates the DYC command value EB1 for controlling the yaw moment M of the vehicle 300 based on the vehicle motion information 51A. Do.
  • the DYC control unit 72 stores a control program 721 having a control algorithm of Moment Plus (hereinafter also referred to as M +).
  • the DYC control unit 72 executes this control program to calculate the DYC command value EB1 for controlling the yaw moment M of the vehicle 300 based on the control algorithm.
  • the control by M + is the direct yaw moment control (DYC) based on GVC described above.
  • the control by M + provides the same effect as acceleration or deceleration of the vehicle 300 by acceleration or deceleration of the GVC, by providing a difference between the braking force or the driving force generated on the left and right wheels of the vehicle 300 to promote yaw motion or It is a method to improve stabilization.
  • the control command value EA1 calculated by the basic control calculation unit 71 described above, the DYC command value EB1 calculated by the DYC control unit 72, and the vehicle motion information 51A are input to the command value calculation unit 73.
  • the command value calculation unit 73 combines the control command value EA1 input from the basic control calculation unit 71, the DYC command value EB1 input from the DYC control unit 72, and the vehicle motion information 51A, and obtains the DYC actuator 400.
  • a DYC actuator command value EC1 for control is calculated.
  • the DYC control unit 72 determines the lower side of the determination criterion as to whether or not to intervene the DYC actuator 400 to control the longitudinal acceleration G2 of the vehicle 300 to the DYC command value EB1.
  • An intervention threshold lower intervention threshold K31
  • an intervention threshold above the lower intervention threshold K31 upper intervention threshold K32
  • the DYC control unit 72 sets the yaw moment M of the vehicle 300 to the DYC command value.
  • the actuator 400 is controlled to become EB1.
  • the lower intervention threshold K31 and the upper intervention threshold K32 are collectively referred to as an intervention threshold K3.
  • the absolute value of the lower intervention threshold 31 and the absolute value of the upper intervention threshold 32 do not necessarily have the same magnitude, but may have the same magnitude.
  • the control intervention timings of the turning promotion side and the stabilization side can be changed, and acceleration / deceleration control more suited to the traveling scene becomes possible.
  • the DYC actuator command value EC1 calculated by the command value calculation unit 73 is output to the transmission unit 74, and transmitted from the transmission unit 74 to the DYC actuator 400.
  • the DYC actuator 400 is driven based on the received DYC actuator command value EC1, and the yaw moment M of the vehicle 300 is controlled by the driving of the DYC actuator 400.
  • a control program 721 having an M + control algorithm common to the DYC controller 72 is also stored in the DYC controller 82 of the DYC controller 80.
  • the DYC control unit 82 executes the control program 721 to perform calculations for controlling the yaw moment M of the vehicle 300 based on a control algorithm.
  • the DYC control unit 82 determines whether to cause the DYC actuator 500 to intervene to control the yaw moment M2 of the vehicle 300 to become the DYC command value FB1.
  • the lower intervention threshold (lower intervention threshold K41) and the upper intervention threshold (upper intervention threshold K42) than the lower intervention threshold K41 are set.
  • the DYC control unit 82 sets the yaw moment M of the vehicle 300 to the DYC command value.
  • the DYC actuator 500 is controlled to become FB1.
  • the lower intervention threshold K41 and the upper intervention threshold K42 are collectively referred to as an intervention threshold K4.
  • the absolute value of the lower intervention threshold 41 and the absolute value of the upper intervention threshold 42 do not necessarily have the same magnitude, but may have the same magnitude.
  • the control intervention timings of the turning promotion side and the stabilization side can be changed, and acceleration / deceleration control more suited to the traveling scene becomes possible.
  • FIG. 10 is a diagram for explaining the operation of the motion control device 1B.
  • the horizontal axis represents time
  • the vertical axis represents the lateral acceleration G1 of the vehicle 300.
  • the horizontal axis represents time
  • the vertical axis represents the yaw of the vehicle 300.
  • the moment M is taken.
  • the generation state of the lateral acceleration G1 of the vehicle 300 is the same as that described in the above embodiment (see FIG. 6).
  • a small negative yaw moment M acts on the vehicle 300 when the vehicle 300 gets out of a curve to a straight line (between times t3 and t4). Also, when the vehicle 300 bends a curve (between times t6 and t7), a large negative direction yaw moment M acts on the vehicle 300, and between times t8 and t9, a large positive direction yaw moment M is acting on the vehicle 300.
  • the DYC actuator 400 is driven by the DYC controller 70, and driving the DYC actuator 400 causes the region smaller than the lower intervention threshold K31 (for example, time t3 to t4) or the upper intervention threshold K32 In a large area, the yaw moment M of the vehicle 300 is controlled to be the DYC command value EB1.
  • the DYC actuator 500 is driven by the DYC controller 80, and driving the DYC actuator 500 causes the region smaller than the lower intervention threshold K41 (for example, time t6 to t7) or the upper intervention threshold K42. In a larger area (for example, time t8 to t9), the yaw moment M of the vehicle 300 is controlled to be the DYC command value FB1.
  • the motion control device 1B by providing two different DYC controllers 70 and 80, the yaw moment can be made redundant (multiplexed), and one DYC control unit 70, 80 can be used. Even if the yaw moment control can not be performed for some reason, by compensating it with the other DYC controllers 70, 80, the motion of the vehicle 300 can be reliably performed, and the driver's driving can be performed. While suppressing the discomfort to the driver, the stability of driving can be improved.
  • the DYC actuator 400 (first component device) is a device that controls the yaw moment M about the vertical axis acting on the vehicle 300, and the DYC controller 70 controls the DYC actuator 400 based on a control algorithm.
  • the DYC actuator 500 (second component device) is a device that controls the yaw moment M about the vertical axis that acts on the vehicle 300, and the DYC controller 80 controls the yaw moment M that acts on the vehicle 300.
  • the yaw moment M acting on the vehicle 300 is controlled by the control of the DYC actuator 500 based on the control algorithm.
  • each of the DYC controllers 70, 80 has a common control algorithm (control program 721) for performing yaw moment control, so the DYC controllers 70, 80 communicate with each other For example, the influence of communication delay can be reduced by directly controlling the DYC actuators 400, 500 without intervention of CAN.
  • each of the DYC controllers 70, 80 has a common control algorithm, even if one of the DYC controllers 70, 80 fails or can not be controlled by the DYC, the other becomes The DYC controllers 70 and 80 can perform DYC control. Therefore, compared with the case where control by DYC can not be performed at all, it is possible to reduce the discomfort of the driver's operation and to improve the stability of the driving.
  • the DYC controller 70 controls the yaw moment M acting on the vehicle 300 based on the control algorithm when the DYC command value EB1 is larger than the absolute value of the intervention threshold K3 (third threshold).
  • the DYC controller 80 controls the yaw moment M acting on the vehicle 300 based on the control algorithm when the DYC command value FB1 is larger than the absolute value of the intervention threshold K4 (fourth threshold) different from the intervention threshold K3. It was composition.
  • each of the DYC controllers 70, 80 has different intervention thresholds with which the DYC actuators 400, 500 intervene in the motion of the vehicle 300, so that they correspond to various driving scenes of the vehicle 300, Control of the DYC actuators 400 and 500 can be appropriately performed.
  • the control algorithm is configured to control so that the absolute value of the yaw moment M of the vehicle 300 becomes larger as the change per unit time of the lateral acceleration G1 of the vehicle 300 becomes larger.
  • FIG. 11 is a block diagram for explaining a motion control device 1C according to the fourth embodiment.
  • adjustment information for controlling the DYC controllers 70A and 80A from the other controller 30A Similar to the motion control device 1A according to the second embodiment, in the motion control device 1C according to the fourth embodiment, adjustment information for controlling the DYC controllers 70A and 80A from the other controller 30A.
  • the point that 53A, 54A are input to the DYC controller 70A, 80A differs from the embodiment described above.
  • the same components as those of the embodiment described above are denoted by the same reference numerals, and will be described as necessary.
  • adjustment information 53A which is information such as gain, filter threshold, intervention threshold, intervention condition, etc. as in the second embodiment.
  • 54A are respectively input to the command value calculation unit 73A of the DYC controller 70A and the command value calculation unit 83A of the DYC controller 80A, and based on the adjustment information 53A and 54A, the intervention threshold value K3 of the DYC controller 70A. And the intervention threshold K4 of the DYC controller 80A, etc. are adjusted.
  • FIG. 12 is a flowchart of processing executed by the command value calculation unit 73A (or the command value calculation unit 83A) according to the fourth embodiment.
  • step S201 the command value calculation unit 73A (83A) performs an input signal reception process.
  • the input signals are vehicle motion information 51, information 50, 52 for actuator control, DYC command value EB1 (or DYC command value FB1) input from DYC control unit 72 (or DYC control unit 82). , Adjustment information 53A (or adjustment information 54A).
  • the adjustment information 53 (54) is an intervention threshold K3 (or intervention threshold K4) that determines whether to control the yaw moment M of the vehicle 300 by the DYC actuator 400, 500, and the lower intervention threshold K31 (or lower).
  • the side intervention threshold K41) and the upper intervention threshold K32 (or the upper intervention threshold K42) are input to the command value calculation unit 73A (83A).
  • step S202 the command value calculation unit 73A (83A) determines whether the adjustment information 53A (54A) input in step S201 has been received normally. If the command value computing unit 73A (83A) determines that the adjustment information 53A (54A) has been received normally (step S202: Yes), the process proceeds to step S203.
  • step S203 the command value calculation unit 73A (83A) calculates the DYC control basic command value EC11 (FC11) based on the adjustment information 53A (54A).
  • the calculation of the DYC control basic command value EC11 (FC11) in the command value calculation unit 73A (83A) is performed using the following Formula 5 and Formula 6.
  • step S204 the command value calculation unit 73A (83A) calculates the DYC actuator based on the DYC control basic command value EC11 (FC11) calculated in step S203, the vehicle motion information 51A, and the actuator control information 50A and 52A.
  • a DYC actuator command value EC1 (FC1) of 400 (500) is calculated.
  • step S205 the command value calculation unit 73A (83A) transmits the DYC actuator command value EC1 (FC1) calculated in step S204 to the transmission unit 74 (84), and ends the processing.
  • step S202 when it is determined in step S202 that the command value computing unit 73A (83A) does not receive the adjustment information 53A normally (abnormality) (step S202: No), the process proceeds to step S206.
  • the case where the adjustment information 53A is not received normally means that the adjustment information 53A can not be received normally due to a failure of the controller 30A transmitting the adjustment information 53A, a communication error with the controller 30A, or the like.
  • the determination as to whether the adjustment information 53A has been received normally can be made using a method such as detection with a checksum or detection with another condition monitoring controller (not shown).
  • step S206 the command value calculation unit 73A (83A) calculates the DYC actuator control basic command value EC11 (FC11) using the intervention threshold set in advance, proceeds to step S204, and proceeds to step S204.
  • the actuator command value EC1 (FC1) of the DYC actuator 400 (500) is calculated based on the actuator control basic command value EC11 (FC11) calculated in step S206, the vehicle motion information 51A, and the actuator control information 50A, 52A.
  • adjustment information 53A, 54A (gain, filter time constant, intervention threshold K3, K4, intervention condition, etc.) is input from the upper (other) controller 30A, By driving the DYC actuators 400 and 500 based on the adjustment information 53A and 54A, motion control of the vehicle 300 can be appropriately performed.
  • the adjustment information 53A, 54A is transmitted from the upper (other) controller 30A, the upper controller 30A changes the adjustment information 53A, 54A (intervention thresholds K3, K4, intervention condition, etc.) be able to. Therefore, when the controller 30A can acquire an obstacle around the vehicle 300 and a future travel route (travel scene), the controller 30 adjusts the adjustment information 53A (54A) to the obstacle or travel route (travel scene (travel scene)
  • the motion control of the vehicle 300 can be implemented more appropriately by changing in accordance with.
  • DYC actuator command value EC1 to be transmitted to an acceleration / deceleration actuator (for example, a brake) which causes deceleration (braking) in a traveling scene in which an obstacle is avoided by steering as compared with that during normal traveling of vehicle 300.
  • an acceleration / deceleration actuator for example, a brake
  • deceleration braking
  • the adjustment information 53A and 54A are transmitted from the upper (other) controller 30A, for example, in any of the lower DYC controllers 70A and 80A, the control program 721 (DYC control algorithm) Even when the motion control of the vehicle 300 based on the above can not be performed, the DYC controller 70A, 80A capable of performing the motion control is selected by the adjustment information 53A, 54A, and the gain, the filter time constant, the intervention threshold Motion control of the vehicle 300 can be appropriately implemented by adjusting K3, K4, and the like.
  • the upper (other) controller 30A transmits the adjustment information 53A, 54A to the DYC controller 70A, 80A in the above-described embodiment
  • the present invention is not limited to this. Absent.
  • the adjustment information 53A, 54A may be generated by one DYC controller 70A, 80A, and the adjustment information 53A, 54A may be transmitted to the other DYC controller 70A, 80A.
  • the DYC controllers 70A, 80A when one of the DYC controllers 70A, 80A is restricted in controlling the DYC actuators 400, 500 (for example, temperature increase due to continuous operation of the DYC actuator, charging of the battery in the case of a motor) If the DYC actuators 400 and 500 can not be properly controlled depending on the conditions, etc., the other DYC controllers 70A and 80A can not perform control, and the other DYC controller 70A or 80A compensates for the other DYC. Intervention conditions and the like by the controllers 70A and 80A can be changed.
  • one DYC controller 70A, 80A does not directly transmit adjustment information 53, 54 to the other DYC controller 70A, 80A, but information on the state of one DYC controller 70A, 80A, the other It may be configured as a trigger for changing the intervention condition of the DYC controller 70A, 80A and the like.
  • the information that one DYC controller 70A, 80A has difficulty in driving the DYC actuator 400, 500 is detected by the other DYC controller 70A, 80A, and the other information is detected.
  • the DYC controllers 70A and 80A may generate the adjustment information 53A and 54A based on the information to change the intervention condition and the like.
  • the DYC controller 70A, 80A When configured in this manner, the DYC controller 70A, 80A directly adjusts the adjustment information 53A, as compared to the case where the upper (other) controller 30A transmits the adjustment information 53A, 54A to the DYC controller 70A, 80A. Since 54A is generated, it is possible to reduce the delay of communication time when transmitting the adjustment information 53A, 54A while performing the motion control of the vehicle according to the traveling scene by the adjustment information 53A, 54A. Also, even if one DYC controller 70A, 80A fails, motion control can be compensated by the other DYC controller 70A, 80A.
  • the DYC controller 70A and the DYC controller 80A further include an upper controller 30A (third controller), and the upper controller 30A is based on the motion state or the surrounding condition of the vehicle 300.
  • the setting and changing of the intervention threshold values K3 and K4 are performed.
  • the host controller 30A when the host controller 30A can acquire various sensor information of the vehicle 300, the host controller 30A can calculate the adjustment information 53A based on the various sensor information.
  • the DYC controllers 70A and 80A the DYC actuators 400 and 500 correspond to the vehicle 300 in consideration of the driving condition and the surrounding condition of the vehicle 300 based on the adjustment information 53A transmitted from the upper controller 30A.
  • the intervention threshold values K3 and K4 to intervene in driving can be set and changed appropriately.
  • a motion control method of the vehicle 300 having at least the DYC actuators 400 and 500 involved in the motion of the vehicle 300, the adjustment information 53A for adjusting the drive condition of the DYC actuator 400 or the DYC actuator 500 A reception determination step (step S202) to determine whether the information has been received normally, and when it is determined that the adjustment information 53A has been received normally (step S202: Yes), the DYC actuator 400 or DYC actuator based on the adjustment information 53A. And d) calculating the DYC actuator command value EC1 for driving 500 or the DYC actuator command value FC1 according to a common control algorithm (step S204).
  • the DYC controllers 70A and 80A can acquire adjustment information 53A calculated based on the exercise status and the surrounding status from the upper controller 30A.
  • the DYC controllers 70A and 80A can appropriately perform DYC control of the vehicle 300 based on the adjustment information 53A.
  • the DYC controllers 70A and 80A are configured to change at least one of the intervention threshold values K3 and K4 of the DYC actuators 400 and 500 and the intervention condition based on the adjustment information 53.
  • the DYC controllers 70A and 80A can set and change the intervention threshold values K3 and K4 according to the driving situation and driving scene of the vehicle 300, and the yaw moment control of the vehicle 300 can be more appropriately performed. It can be carried out.
  • step S202 determines DYC based on the preset advance adjustment information (intervention threshold).
  • the DYC actuator command value EC1 for driving the actuator 400 or the DYC actuator 500 or the DYC actuator command value FC1 is calculated by a common control algorithm.
  • the DYC controller can not obtain the adjustment information 53A even if the upper controller 30A can not calculate the adjustment information 53A normally or because a communication error with the upper controller 30A or the like can not be obtained.
  • the 70A and 80A can appropriately control the DYC actuators 400 and 500 based on preset adjustment information.
  • the present invention is not limited to the embodiments described above, but includes various embodiments, and the motion control devices 1 to 4 according to the first embodiment described above are included.
  • the motion control device 1C according to the embodiment may be freely combined, or may be combined with other embodiments.
  • the present invention is not limited to the one provided with all the configurations of the above-described embodiment, and a part of the configuration of the above-described embodiment is replaced with the configuration of the other embodiments. Alternatively, the configuration of the above-described embodiment may be replaced with the configuration of another embodiment.
  • configuration, functions, processing, and means of the above-described embodiment may be realized by hardware, for example, by designing part or all of them with an integrated circuit.
  • configurations and functions described above may be realized by execution of a program in which a processor realizes each function.
  • the information such as this program can be stored in a storage device such as a memory.
  • the communication lines and signal lines described in the above-described embodiment indicate those which are deemed to be necessary, and do not necessarily represent all the communication lines and signal lines in the product, and in fact, Almost all configurations may be connected to one another.

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

Abstract

La présente invention réduit le retard de communication entre un dispositif de commande d'un dispositif constitutif impliqué dans le mouvement d'un véhicule et le dispositif constitutif tout en garantissant que l'exploitabilité et la stabilité du véhicule ne sont pas altérées. Un dispositif de commande de mouvement (1) pour un véhicule (300) comprend au moins un actionneur d'accélération/de décélération (100) et un actionneur d'accélération/de décélération (200) impliqué dans le mouvement du véhicule (300) et est configuré pour comprendre un dispositif de commande d'accélération longitudinale (10) qui commande l'actionneur d'accélération/de décélération (100) et un dispositif de commande d'accélération longitudinale (20) qui commande l'actionneur d'accélération/de décélération (200), le dispositif de commande d'accélération longitudinale (10) comprenant un algorithme de commande permettant de commander le mouvement du véhicule (300) au moyen d'une commande de vectorisation G et l'unité de commande d'accélération longitudinale (20) comprenant le même algorithme de commande pour une commande de vectorisation G que le dispositif de commande d'accélération longitudinale (10).
PCT/JP2018/015891 2017-09-01 2018-04-17 Dispositif de commande de mouvement pour unité mobile, programme informatique, procédé de commande de mouvement pour unité mobile, et dispositif de commande WO2019044025A1 (fr)

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JP7228705B2 (ja) * 2019-09-27 2023-02-24 日立Astemo株式会社 車両運動制御装置

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JPH1076925A (ja) * 1996-08-27 1998-03-24 Robert Bosch Gmbh 車両用の電子式ブレーキ装置
JP2005273584A (ja) * 2004-03-25 2005-10-06 Mitsubishi Fuso Truck & Bus Corp 車両の挙動制御装置
JP2008254537A (ja) * 2007-04-03 2008-10-23 Denso Corp 車両制御装置
US20140108896A1 (en) * 2011-06-07 2014-04-17 Daesung Electric Co., Ltd. Error detecting device and method of a dual controller system
JP2014069766A (ja) * 2012-10-01 2014-04-21 Hitachi Automotive Systems Ltd 車両の運動制御装置

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Publication number Priority date Publication date Assignee Title
JPH1076925A (ja) * 1996-08-27 1998-03-24 Robert Bosch Gmbh 車両用の電子式ブレーキ装置
JP2005273584A (ja) * 2004-03-25 2005-10-06 Mitsubishi Fuso Truck & Bus Corp 車両の挙動制御装置
JP2008254537A (ja) * 2007-04-03 2008-10-23 Denso Corp 車両制御装置
US20140108896A1 (en) * 2011-06-07 2014-04-17 Daesung Electric Co., Ltd. Error detecting device and method of a dual controller system
JP2014069766A (ja) * 2012-10-01 2014-04-21 Hitachi Automotive Systems Ltd 車両の運動制御装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113353005A (zh) * 2020-03-06 2021-09-07 百度（美国）有限责任公司 用于处理自动驾驶系统与车辆之间的通信延迟的系统

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