WO2019160009A1 - Procédé de commande de véhicule, dispositif de commande pour système de véhicule, et véhicule - Google Patents

Procédé de commande de véhicule, dispositif de commande pour système de véhicule, et véhicule Download PDF

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Publication number
WO2019160009A1
WO2019160009A1 PCT/JP2019/005269 JP2019005269W WO2019160009A1 WO 2019160009 A1 WO2019160009 A1 WO 2019160009A1 JP 2019005269 W JP2019005269 W JP 2019005269W WO 2019160009 A1 WO2019160009 A1 WO 2019160009A1
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Prior art keywords
vehicle
gradient
road surface
related value
steering angle
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PCT/JP2019/005269
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English (en)
Japanese (ja)
Inventor
大輔 梅津
修 砂原
大策 小川
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マツダ株式会社
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Publication of WO2019160009A1 publication Critical patent/WO2019160009A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B60L15/2018—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking for braking on a slope
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/02—Control of vehicle driving stability
    • B60W30/045—Improving turning performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/24—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/642—Slope of road
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a vehicle control method, a vehicle system, and a vehicle control device that control a vehicle attitude.
  • a technique for example, a skid prevention device for controlling the behavior of a vehicle in a safe direction when the behavior of the vehicle becomes unstable due to slip or the like is known. Specifically, it is known to detect that understeer or oversteer behavior has occurred in the vehicle during cornering of the vehicle, and to impart appropriate deceleration to the wheels to suppress them. ing.
  • FIG. 10 (a) schematically shows the vehicle posture when traveling on a flat road
  • FIG. 10 (b) schematically shows the vehicle posture when traveling on a downhill road.
  • FIGS. 10A and 10B when the vehicle is traveling on a downhill road, the vehicle front part in the vehicle roof is submerged than when the vehicle is traveling on a flat road (the vehicle front side relative to the vehicle rear side). The amount of sinking is large). In this state, the rigidity of the suspension on the vehicle front side, that is, the rigidity of expansion and contraction of the spring of the suspension is increased.
  • the present invention has been made to solve the above-described problems of the prior art, and a vehicle control method and a vehicle system for performing vehicle attitude control for adding deceleration to a vehicle when a steering device is turned. And in a vehicle control apparatus, it aims at ensuring the improvement effect of the vehicle turning performance by the said control appropriately at the time of driving
  • the present invention provides a wheel, a drive source for generating a driving force for driving the wheel, a suspension including an elastic member, and a steering angle for detecting a steering angle of a steering device.
  • a vehicle control method including a sensor and a gradient related value output device that outputs a road surface gradient related value related to a road surface gradient, wherein a steering device is turned on based on a steering angle detected by a steering angle sensor.
  • the road surface gradient related value output by the gradient related value output device is the first value indicating the gradient on the downward gradient side
  • the road surface gradient related value output by the gradient related value output device is flatter than the first value. Showing the slope of Than when a value, and a step of increasing the deceleration added to the vehicle, and characterized in that.
  • the road surface gradient related value output by the gradient related value output device is the first value indicating the gradient on the downward gradient side
  • the road surface gradient related value is a flat side of the first value.
  • the deceleration applied to the vehicle in the vehicle attitude control is made larger than when the second value is shown.
  • the present invention detects a steering angle of a wheel, a generator driven by the wheel to generate regenerative power, a suspension including an elastic member, and a steering device.
  • a vehicle control method having a steering angle sensor and a gradient related value output device that outputs a road surface gradient related value related to a road surface gradient, wherein the steering device cuts in based on the steering angle detected by the steering angle sensor.
  • the road surface gradient related value output by the gradient related value output device is the first value indicating the gradient on the downward gradient side
  • the road surface gradient related value output by the gradient related value output device is greater than the first value.
  • a second value indicating the slope of the flat side and a step of increasing the deceleration added to the vehicle, and characterized in that.
  • the vehicle turning performance by the vehicle attitude control can be appropriately ensured when traveling on the downhill road.
  • the present invention provides a wheel, a braking device that applies a braking force to the wheel, a suspension that includes an elastic member, and a steering that detects a steering angle of the steering device.
  • a vehicle control method having an angle sensor and a gradient-related value output device that outputs a road surface gradient-related value related to a road surface gradient, and the steering device performs a cutting operation based on a steering angle detected by the steering angle sensor
  • the road surface gradient related value output by the gradient related value output device is the first value indicating the gradient on the downward gradient side
  • the road surface gradient related value output by the gradient related value output device is flatter than the first value. Show side slope Than when the second value, and a step of increasing the deceleration added to the vehicle, and characterized in that.
  • the vehicle turning performance by the vehicle attitude control can be appropriately ensured when traveling on the downhill road.
  • the second value is a value at which the road surface gradient related value indicates the gradient on the uphill side.
  • the traveling road is a downhill road (the road surface gradient related value is the first value)
  • the traveling road is the uphill road (the road surface gradient related value is the second value). Rather, the deceleration applied to the vehicle in the vehicle attitude control can be reliably increased, and the vehicle turning performance can be effectively ensured.
  • the second value is a value indicating that the road gradient related value is flat.
  • the traveling road is a downhill road (the road surface gradient related value is the first value)
  • the traveling road is a flat road (the road surface gradient related value is the second value ( Typically, the deceleration applied to the vehicle in the vehicle attitude control can be surely increased more than substantially 0)) to effectively ensure the vehicle turning performance.
  • the present invention provides a wheel, a driving source that generates a driving force for driving the wheel, a suspension including an elastic member, and a steering angle of the steering device.
  • a vehicle system having a steering angle sensor that detects a road surface gradient, a gradient related value output device that outputs a road surface gradient related value related to the road surface gradient, and a processor, wherein the processor detects the steering angle detected by the steering angle sensor Based on the above, it is determined whether or not the steering device has been turned, and when it is determined that the steering device has been turned, the driving force of the drive source is reduced so as to control the vehicle posture.
  • the road surface gradient related value output by the gradient related value output device is the first value indicating the downward gradient
  • the road surface gradient related value output by the gradient related value output device is the first.
  • the present invention detects a steering angle of a wheel, a generator driven by the wheel to generate regenerative power, a suspension including an elastic member, and a steering device.
  • a vehicle system having a steering angle sensor, a gradient related value output device that outputs a road surface gradient related value related to the road surface gradient, and a processor, the processor based on the steering angle detected by the steering angle sensor, It is determined whether or not the steering device has been turned, and when it is determined that the steering device has been turned, the generator is caused to perform regenerative power generation to add deceleration to the vehicle so as to control the vehicle attitude.
  • the road surface gradient related value output by the gradient related value output device is the first value indicating the gradient on the downward gradient side
  • the road surface gradient related value output by the gradient related value output device Than when than the first value is a second value indicating the slope of the flat side to increase the deceleration added to the vehicle and is configured to, characterized in that.
  • the present invention provides a wheel, a braking device that applies a braking force to the wheel, a suspension that includes an elastic member, and a steering that detects a steering angle of the steering device.
  • a vehicle system having an angle sensor, a gradient-related value output unit that outputs a road-gradient-related value related to the road gradient, and a processor, the processor steering based on a steering angle detected by the steering angle sensor It is determined whether or not the device has been turned, and when it is determined that the steering device has been turned, a braking force is applied from the braking device to add a deceleration to the vehicle so as to control the vehicle posture.
  • the road surface gradient related value output by the gradient related value output device is the first value indicating the gradient on the downward gradient side
  • the road surface gradient related value output by the gradient related value output device is flatter than the first value.
  • the slope is a second value indicative of, increasing the deceleration added to the vehicle and is configured to, characterized in that.
  • the present invention provides a control device for a vehicle having a suspension provided with an elastic member, and adds deceleration to the vehicle when the steering device is turned.
  • the vehicle attitude control means for controlling the vehicle attitude by making the vehicle attitude control means increase the deceleration applied to the vehicle when the traveling road surface of the vehicle is a downward slope than when it is not. It is characterized by that.
  • a vehicle control method in a vehicle control method, a vehicle system, and a vehicle control device that perform vehicle attitude control that adds deceleration to a vehicle when a steering device is turned, in the downhill road, according to the control.
  • vehicle attitude control that adds deceleration to a vehicle when a steering device is turned, in the downhill road, according to the control.
  • the improvement effect of vehicle turning performance can be ensured appropriately.
  • FIG. 1 is a block diagram showing an overall configuration of a vehicle equipped with a vehicle control device according to an embodiment of the present invention. It is a block diagram which shows the electric constitution of the control apparatus of the vehicle by embodiment of this invention. It is a flowchart of the vehicle attitude
  • FIG. 1 is a block diagram showing the overall configuration of a vehicle equipped with a vehicle control apparatus according to an embodiment of the present invention.
  • reference numeral 1 denotes a vehicle equipped with a vehicle control device according to the present embodiment.
  • the vehicle 1 is equipped with a motor generator 4 having a function of driving the front wheels 2 (that is, a function as an electric motor) and a function of being driven by the front wheels 2 and performing regenerative power generation (that is, a function as a generator). Yes.
  • the motor generator 4 is transmitted with force from the front wheel 2 through the speed reducer 5, and is controlled by the controller 14 through the inverter 3. Further, the motor generator 4 is connected to the battery 25, and when the driving force is generated, the electric power is supplied from the battery 25. When the motor generator 4 is regenerated, the electric power is supplied to the battery 25 to charge the battery 25.
  • the vehicle 1 is a steering angle for detecting a rotation angle of a steering device (steering wheel 6 or the like) for steering the vehicle 1 and a steering column (not shown) connected to the steering wheel 6 in the steering device.
  • a sensor 8 an accelerator opening sensor 10 for detecting an accelerator pedal depression amount corresponding to an accelerator pedal opening, a brake depression amount sensor 11 for detecting a brake pedal depression amount, and a road gradient of a road surface on which the vehicle 1 travels.
  • the vehicle includes a gradient sensor 12 that detects (road surface inclination) and a vehicle longitudinal acceleration sensor 13 that detects longitudinal acceleration (longitudinal acceleration) of the vehicle 1.
  • Each of these sensors outputs a detected value to the controller 14.
  • the controller 14 includes, for example, a PCM (Power-train Control Module).
  • each wheel of the vehicle 1 is suspended from the vehicle body via a suspension 30 including an elastic member (typically a spring) and a suspension arm.
  • the vehicle 1 includes a brake control system 18 that supplies brake fluid pressure to a brake caliper of a brake device (braking device) 16 provided on each wheel.
  • the brake control system 18 includes a hydraulic pump 20 that generates a brake hydraulic pressure necessary to generate a braking force in the brake device 16 provided on each wheel, and a hydraulic pressure supply line to the brake device 16 of each wheel.
  • a provided valve unit 22 (specifically a solenoid valve) for controlling the hydraulic pressure supplied from the hydraulic pump 20 to the brake device 16 of each wheel, and the brake device 16 of each wheel from the hydraulic pump 20.
  • a hydraulic pressure sensor 24 for detecting the hydraulic pressure supplied to.
  • the hydraulic pressure sensor 24 is disposed, for example, at a connection portion between each valve unit 22 and the hydraulic pressure supply line on the downstream side thereof, detects the hydraulic pressure on the downstream side of each valve unit 22, and outputs the detected value to the controller 14. .
  • FIG. 2 is a block diagram showing an electrical configuration of the vehicle control apparatus according to the embodiment of the present invention.
  • the controller 14 (vehicle control device) according to the present embodiment is based on detection signals output from various sensors that detect the driving state of the vehicle 1, in addition to the detection signals of the sensors 8, 10, 11, 12, and 13 described above.
  • the motor generator 4 and the brake control system 18 are controlled. Specifically, when driving the vehicle 1, the controller 14 obtains a target torque (drive torque) to be applied to the vehicle 1 and controls the inverter 3 to generate the target torque from the motor generator 4. Output a signal. On the other hand, when braking the vehicle 1, the controller 14 obtains a target regenerative torque to be applied to the vehicle 1 and outputs a control signal to the inverter 3 so that the target regenerative torque is generated from the motor generator 4. .
  • the controller 14 uses the regenerative torque instead of or uses the regenerative torque and obtains the target braking force to be applied to the vehicle 1 to realize the target braking force.
  • a control signal may be output to the brake control system 18.
  • the controller 14 controls the hydraulic pump 20 and the valve unit 22 of the brake control system 18 so that a desired braking force is generated by the brake device 16.
  • the controller 14 (same as the brake control system 18) includes one or more processors, and various programs that are interpreted and executed on the processors (basic control programs such as an OS and application programs that are activated on the OS and realize specific functions And a computer having an internal memory such as a ROM or RAM for storing programs and various data.
  • the controller 14 corresponds to a vehicle control device in the present invention.
  • the controller 14 functions as a vehicle attitude control means in the present invention.
  • a system including at least the controller 14, the wheels (front wheels 2 and rear wheels), the motor generator 4, the steering angle sensor 8, the gradient sensor 12, the vehicle longitudinal acceleration sensor 13, and the suspension 30 corresponds to the vehicle system in the present invention. .
  • FIG. 1 shows an example in which the rotation angle of the steering column coupled to the steering wheel 6 (the angle detected by the steering angle sensor 8) is used as the steering angle, but instead of the rotation angle of the steering column or the steering
  • various state quantities in the steering system may be used as the steering angle.
  • FIG. 3 is a flowchart of the vehicle attitude control process according to the first embodiment of the present invention.
  • the vehicle attitude control process of FIG. 3 is started when the ignition of the vehicle 1 is turned on and power is turned on to the vehicle control device, and is repeatedly executed at a predetermined cycle (for example, 50 ms).
  • the controller 14 acquires various sensor information related to the driving state of the vehicle 1. Specifically, the controller 14 detects the steering angle detected by the steering angle sensor 8, the accelerator pedal depression amount (accelerator pedal opening) detected by the accelerator opening sensor 10, and the brake pedal depression amount detected by the brake depression amount sensor 11.
  • the detection signals output by the various sensors described above, including the road surface gradient detected by the gradient sensor 12, the longitudinal acceleration detected by the vehicle longitudinal acceleration sensor 13, the hydraulic pressure detected by the hydraulic pressure sensor 24, and the like are acquired as information related to the driving state. To do.
  • step S2 the controller 14 sets a target acceleration or a target deceleration to be added to the vehicle 1 based on the driving state of the vehicle 1 acquired in step S1. Specifically, the controller 14 sets a target acceleration or a target deceleration based on the accelerator pedal depression amount, the brake pedal depression amount, and the like. Basically, the controller 14 increases the target acceleration as the accelerator pedal depression amount increases, and increases the target deceleration as the brake pedal depression amount increases. In addition to the pedal depression amount, it is preferable to set the target acceleration or the target deceleration in consideration of the vehicle speed, the pedal depression speed, the stepping-back speed, and the like.
  • step S3 when the target acceleration is set in step S2, the controller 14 sets the basic target torque of the motor generator 4 for realizing the target acceleration, and on the other hand, the target deceleration in step S2. Is set, the basic target regenerative torque of the motor generator 4 for realizing this target deceleration is set.
  • step S4 the controller 14 executes additional deceleration setting processing, and generates vehicle deceleration by generating deceleration on the basis of the steering speed of the steering device. The amount of torque reduction necessary for control is determined. Details of this additional deceleration setting process will be described later.
  • step S5 the controller 14 determines whether the vehicle 1 is driven, in other words, whether the vehicle 1 is not braked.
  • the controller 14 determines that the vehicle 1 is driven while in step S3.
  • the controller 14 performs the determination based on detection signals from the accelerator opening sensor 10 and the brake depression amount sensor 11.
  • the controller 14 drives the vehicle 1 when the accelerator pedal depression amount detected by the accelerator opening sensor 10 is larger than 0, that is, when the accelerator pedal depression is detected by the accelerator opening sensor 10. It is determined that Further, the controller 14 drives the vehicle 1 when the brake pedal depression amount detected by the brake depression amount sensor 11 is larger than 0, that is, when the brake pedal depression amount is detected by the brake depression amount sensor 11. Judge that there is no.
  • step S5 When it is determined in step S5 that the vehicle 1 is being driven (step S5: Yes), the controller 14 is based on the basic target torque set in step S3 and the torque reduction amount set in step S4 in step S6.
  • the final target torque is determined. Specifically, the controller 14 sets a value obtained by subtracting the torque reduction amount from the basic target torque as the final target torque. That is, the controller 14 reduces the drive torque applied to the vehicle 1.
  • the torque reduction amount is not set in step S4 (that is, when the torque reduction amount is 0)
  • the controller 14 applies the basic target torque as the final target torque as it is.
  • step S7 the controller 14 sets a command value (inverter command value) of the inverter 3 for realizing the final target torque determined in step S6. That is, the controller 14 sets an inverter command value (control signal) for generating the final target torque from the motor generator 4.
  • step S10 the controller 14 outputs the inverter command value set in step S7 to the inverter 3.
  • step S10 the controller 14 ends the vehicle attitude control process.
  • step S5 when it is determined in step S5 that the vehicle 1 is not driven (step S5: No), that is, when the vehicle 1 is braked, the controller 14 determines in step S8 the basic target determined in step S3.
  • a final target regenerative torque is determined based on the regenerative torque and the torque reduction amount determined in step S4. Specifically, the controller 14 sets the value obtained by adding the torque reduction amount to the basic target regenerative torque as the final target regenerative torque (in principle, the basic target regenerative torque and the torque reduction amount are expressed as positive values). That is, the controller 14 increases the regenerative torque (braking torque) applied to the vehicle 1.
  • the torque reduction amount is not determined in step S4 (that is, when the torque reduction amount is 0)
  • the controller 14 applies the basic target regeneration torque as it is as the final target regeneration torque.
  • step S9 the controller 14 sets a command value (inverter command value) of the inverter 3 for realizing the final target regenerative torque determined in step S8. That is, the controller 14 sets an inverter command value (control signal) for generating the final target regenerative torque from the motor generator 4.
  • step S10 the controller 14 outputs the inverter command value set in step S9 to the inverter 3. After step S10, the controller 14 ends the vehicle attitude control process.
  • FIG. 4 is a flowchart of additional deceleration setting processing according to the first embodiment of the present invention.
  • FIG. 5 is a map showing the relationship between additional deceleration and steering speed according to the first embodiment of the present invention.
  • FIG. 6 is a map defining a gain (additional deceleration gain) for correcting the additional deceleration obtained from the map of FIG. 5 according to the road surface gradient in the first embodiment of the present invention.
  • step S21 the controller 14 determines whether or not the steering wheel 6 is being turned (that is, the steering angle (absolute value) is increasing). As a result, when the cutting operation is being performed (step S21: Yes), the process proceeds to step S22, and the controller 14 determines the steering speed based on the steering angle acquired from the steering angle sensor 8 in step S1 of the vehicle attitude control process of FIG. calculate.
  • step S23 the controller 14, the steering speed is determined whether a predetermined threshold S 1 or more.
  • the process proceeds to step S24, and the controller 14 sets an additional deceleration based on the steering speed.
  • This additional deceleration is a deceleration to be added to the vehicle in accordance with the steering operation in order to control the vehicle posture in accordance with the driver's intention.
  • the controller 14 sets an additional deceleration corresponding to the steering speed calculated in step S22 based on the relationship between the additional deceleration and the steering speed shown in the map of FIG.
  • the horizontal axis in FIG. 5 indicates the steering speed
  • the vertical axis indicates the additional deceleration.
  • the controller 14 when the steering speed is less than the threshold value S 1 , the corresponding additional deceleration is zero. That is, when the steering speed is less than the threshold value S 1, the controller 14 does not perform the control for adding the deceleration of the vehicle 1 based on the steering operation.
  • step S25 the controller 14 corrects the additional deceleration set in step S24 with the additional deceleration gain corresponding to the road surface gradient. Specifically, the controller 14 determines an additional deceleration gain corresponding to the current road surface gradient detected by the gradient sensor 12 based on the map shown in FIG. 6, and calculates the additional deceleration by this additional deceleration gain. to correct. For example, the controller 14 corrects the additional deceleration by multiplying the additional deceleration by a value corresponding to the additional deceleration gain.
  • the horizontal axis shows the road surface gradient
  • the vertical axis shows the additional deceleration gain.
  • “0” indicates a flat road
  • the right side of “0” indicates a road surface gradient (uphill) on an uphill road (uphill).
  • the left side shows the road gradient (downhill) on the downhill road (downhill).
  • the road surface gradient absolute value
  • the road surface gradient increases as it goes to the right side of the drawing, that is, the degree of the upward gradient increases.
  • the road surface gradient absolute value
  • the road surface gradient increases as it goes to the left in the figure, that is, the degree of the downward gradient increases.
  • the road surface gradient is expressed by an angle (°) of the road surface with respect to a horizontal plane, or by a ratio (%) of a vertical distance to a predetermined horizontal distance.
  • the map shown in FIG. 6 is basically defined such that the additional deceleration gain is greater on downhill roads than on flat roads and uphill roads. Thereby, the correction is performed on the downhill road so that the additional deceleration (absolute value) is larger than that on the flat road and the uphill road. More specifically, the map shown in FIG. 6 is defined such that the additional deceleration gain increases as the road gradient (absolute value) on the downhill road increases, and as a result, as the degree of downward gradient increases, Correction is performed so that the additional deceleration (absolute value) increases. This map is specified so that the additional deceleration gain decreases as the road gradient (absolute value) on the uphill road increases. As a result, the additional deceleration (absolute Correction is performed so that (value) becomes smaller.
  • step S26 the controller 14 determines a torque reduction amount based on the additional deceleration corrected in step S25. Specifically, the controller 14 determines the amount of torque required to realize the additional deceleration due to a decrease in driving torque from the motor generator 4 or an increase in regenerative torque from the motor generator 4. After step S26, the controller 14 ends the additional deceleration setting process and returns to the main routine.
  • step S21 if not in turning operation of the steering wheel 6 (step S21: No), or, in step S23, if the steering speed is less than the threshold S 1 (step S23: No), the controller 14, The additional deceleration setting process is terminated without setting the additional deceleration, and the process returns to the main routine. In this case, the torque reduction amount is zero.
  • step S25 described above the additional deceleration set based on the steering speed is corrected by the additional deceleration gain corresponding to the road surface gradient.
  • correction using the additional deceleration gain is performed.
  • the additional deceleration may be set based on the steering speed and the road surface gradient. For example, a map in which additional deceleration to be set for the steering speed and road surface gradient is prepared, and the additional deceleration corresponding to the current steering speed and road surface gradient is set using such a map. do it.
  • FIG. 7 is a time chart showing temporal changes of various parameters related to vehicle attitude control when the vehicle 1 equipped with the vehicle control apparatus according to the first embodiment of the present invention is turned.
  • chart (a) shows the road surface gradient
  • chart (b) shows the steering angle
  • chart (c) shows the steering speed
  • chart (d) shows the additional deceleration
  • chart (e) shows The final target torque is shown
  • chart (f) shows the actual yaw rate.
  • the steering speed as shown in FIG. 7 (c) is a threshold value S 1 or more
  • acceleration with on the basis of the steering speed is set as shown in FIG. 7 (d)
  • FIG. 7D the solid line shows the additional deceleration set by the present embodiment
  • the broken line shows the additional deceleration set by the comparative example (FIG. 7 ( The same applies to e) and (f)).
  • the additional deceleration is corrected according to the road surface gradient.
  • the additional deceleration (see FIG. 5) corresponding to the steering speed is corrected by the additional deceleration gain (see FIG. 6) corresponding to the road surface gradient.
  • the additional deceleration is not corrected according to the road gradient, that is, the additional deceleration (see FIG. 5) according to the steering speed is used as it is.
  • the additional deceleration (absolute value) is greater in this embodiment than in the comparative example.
  • an additional deceleration gain having a relatively large value is set (see FIG. 6), and the additional deceleration gain is set by this additional deceleration gain. This is because the speed (absolute value) is corrected so as to increase.
  • the final target torque is set for each of the present embodiment and the comparative example, as shown in FIG. Specifically, the final target torque is smaller in this embodiment than in the comparative example. Then, by controlling the motor generator 4 so as to generate such a final target torque, an actual yaw rate as shown in FIG. As shown in FIG. 7 (f), in this embodiment, the actual yaw rate is generated in the vehicle 1 immediately when the steering wheel 6 starts to be cut (see the solid line), whereas in the comparative example, the steering wheel The actual yaw rate is generated in the vehicle 1 after the start of the cutting operation 6 (see the broken line).
  • the reason why the actual yaw rate generated by the vehicle attitude control differs between the present embodiment and the comparative example is as follows.
  • the vehicle in the vehicle roof is more than on a flat road.
  • the front part is in a submerged state (a state in which the amount of subsidence on the vehicle front side with respect to the vehicle rear side is large). In this state, the rigidity of the suspension 30 on the vehicle front side, that is, the rigidity of expansion and contraction of the spring of the suspension 30 is increased.
  • the spring of the suspension 30 on the front side of the vehicle is already compressed when traveling on the downhill road, if the vehicle attitude control is performed in this state, the vehicle on the front side of the vehicle when the deceleration is added by the control is performed. There is a tendency for subsidence to be insufficient. That is, since the spring of the suspension 30 on the vehicle front side is compressed when traveling on a downhill road, the spring is compressed more than when the spring is not compressed (when traveling on a flat road or an uphill road). Therefore, it is desirable to increase the additional deceleration in the vehicle attitude control.
  • the additional deceleration (absolute value) is increased when traveling on a downhill road.
  • the controller 14 performs correction using the additional deceleration gain so that the additional deceleration (absolute value) increases as the road gradient (absolute value) on the downhill road increases (FIG. 6), the additional deceleration (absolute value) increases as the degree of downward gradient increases.
  • the insufficiency of subsidence on the front side of the vehicle when the deceleration is added by the vehicle attitude control when traveling on the downhill road, and the steering wheel 6 is turned in.
  • the actual yaw rate can be promptly generated in the vehicle 1 at the start. Therefore, according to the present embodiment, it is possible to appropriately ensure the effect of improving the vehicle turning performance by the vehicle attitude control when traveling downhill.
  • the additional deceleration gain is linearly changed in accordance with the road surface gradient in the entire region of the road surface gradient (see FIG. 6). In this way, the additional deceleration gain is defined in this way.
  • the additional deceleration gain is increased as the road surface gradient (downhill gradient) increases, while on an uphill road (including a flat road), the additional deceleration is independent of the road surface gradient.
  • the gain may be a constant value (at least smaller than the downhill road).
  • the additional deceleration gain is set to a constant value regardless of the road gradient on both the downhill road and the uphill road, but the additional deceleration gain may be larger on the downhill road than on the uphill road. That is, the additional deceleration gain may be set to a first predetermined value on a downhill road, and the additional deceleration gain may be set to a second predetermined value that is smaller than the first predetermined value on an uphill road (including a flat road).
  • the present invention is applied to the vehicle 1 (corresponding to an EV vehicle) driven by the motor generator 4 .
  • a general vehicle driven by an engine The present invention can also be applied to.
  • the vehicle posture may be controlled by adding deceleration to the vehicle 1 by reducing the generated torque of the engine.
  • the generated torque of the engine may be reduced by retarding (retarding) the ignition timing of the spark plug.
  • the engine is a diesel engine
  • the generated torque of the engine may be reduced by reducing the fuel injection amount.
  • the present invention can be applied to a vehicle (HV vehicle) driven by an engine and a motor generator.
  • the road surface gradient is determined using the gradient sensor 12.
  • the road surface gradient may be determined using the vehicle longitudinal acceleration sensor 13 instead of the gradient sensor 12.
  • the road surface gradient is calculated based on the difference between the target acceleration (step S2 in FIG. 3) calculated from the accelerator pedal depression amount and the vehicle speed and the longitudinal acceleration (actual acceleration) detected by the vehicle longitudinal acceleration sensor 13. Judgment can be made. Specifically, when the actual acceleration is smaller than the target acceleration, it can be determined that the slope is ascending, and when the actual acceleration is greater than the target acceleration, it can be determined that the slope is descending. Based on the difference from the target acceleration, it is possible to determine the value of the road gradient, which is an ascending gradient or a descending gradient.
  • the gradient sensor 12 and the vehicle longitudinal acceleration sensor 13 correspond to an example of a gradient related value output device in the present invention.
  • the road surface gradient detected by the gradient sensor 12 and the longitudinal acceleration detected by the vehicle longitudinal acceleration sensor 13 correspond to examples of gradient-related values in the present invention.
  • FIG. 8 is a flowchart of the vehicle attitude control process according to the second embodiment of the present invention.
  • the vehicle attitude control process shown in FIG. 8 relates to vehicle attitude control performed during braking of the vehicle 1 (vehicle attitude control performed during driving of the vehicle 1 is the same as in FIG. 3).
  • vehicle attitude control performed during driving of the vehicle 1 is the same as in FIG. 3.
  • the description of the same process as the vehicle attitude control process of FIG. 3 will be omitted as appropriate. That is, processing and control not specifically described here are the same as those in the above-described embodiment.
  • step S31 the controller 14 acquires various sensor information related to the driving state of the vehicle 1.
  • the controller 14 detects the steering angle detected by the steering angle sensor 8, the accelerator pedal depression amount detected by the accelerator opening sensor 10, the brake pedal depression amount detected by the brake depression amount sensor 11, and the gradient sensor 12. Get road slope etc.
  • step S32 the controller 14 sets a target deceleration to be added to the vehicle 1 based on the driving state of the vehicle 1 acquired in step S31. Specifically, the controller 14 sets the target deceleration mainly based on the brake pedal depression amount.
  • step S33 the controller 14 sets a basic target braking force by the brake device 16 for realizing the target deceleration set in step S32.
  • step S34 the controller 14 executes an additional deceleration setting process (see FIG. 4), and causes the vehicle 1 to generate a deceleration based on the steering speed of the steering device. To determine the amount of torque reduction required to control the vehicle attitude. Since this additional deceleration setting process is the same as in the first embodiment, the description thereof is omitted here.
  • step S35 the controller 14 determines the final target braking force based on the basic target braking force determined in step S33 and the torque reduction amount determined in step S34. Specifically, the controller 14 sets the value obtained by subtracting the torque reduction amount (positive value) from the basic target braking force (negative value) as the final target braking force (negative value). That is, the controller 14 increases the braking force applied to the vehicle 1.
  • the controller 14 applies the basic target braking force as the final target braking force as it is.
  • step S36 the controller 14 sets command values for the hydraulic pump 20 and the valve unit 22 of the brake control system 18 in order to realize the final target braking force determined in step S35. That is, the controller 14 sets command values (control signals) for the hydraulic pump 20 and the valve unit 22 for generating the final target braking force from the brake device 16.
  • step S37 the controller 14 outputs the command value set in step S36 to the hydraulic pump 20 and the valve unit 22. After step S37, the controller 14 ends the vehicle attitude control process.
  • FIG. 9 is a time chart showing temporal changes of various parameters related to vehicle attitude control when the vehicle 1 equipped with the vehicle control device according to the second embodiment of the present invention is turned.
  • chart (a) shows the road surface gradient
  • chart (b) shows the steering angle
  • chart (c) shows the steering speed
  • chart (d) shows the additional deceleration
  • chart (e) shows the chart (e).
  • the final target braking force is shown
  • chart (f) shows the actual yaw rate.
  • charts (a) to (d) and (f) are the same as FIG. 7, and only chart (e) is different from FIG. Specifically, the chart (e) in FIG. 9 shows the final target braking force set according to the additional deceleration in the chart (d) in FIG.
  • the final target torque is a positive value, but in the chart (e) of FIG. 9, the final target braking force is a negative value.
  • the chart (e) in FIG. 9 corresponds to the chart (e) in FIG. 7 moved to the negative side.
  • the final target braking force in the chart (e) in FIG. 9 decreases between the times t11 and t12, similarly to the final target torque in the chart (e) in FIG. Also in this case, the final target braking force is smaller in the second embodiment than in the comparative example. Note that the final target braking force increases from time t11 to t12 in terms of absolute value.
  • the lack of subsidence on the front side of the vehicle when deceleration is applied by vehicle attitude control when traveling downhill is eliminated.
  • the actual yaw rate can be promptly generated in the vehicle 1 at the start of the turning operation of the steering wheel 6. Therefore, when traveling on a downhill road, the effect of improving the vehicle turning performance by the vehicle attitude control can be appropriately ensured.

Abstract

La présente invention concerne un procédé de commande de véhicule comprenant : une étape consistant à déterminer si un dispositif de direction comprenant un volant 6 et similaire a été tourné, sur la base d'un angle de direction détecté par un capteur d'angle de direction 8 ; une étape consistant à diminuer la force d'entraînement d'un moteur-générateur 4 et à appliquer une décélération à un véhicule 1 de façon à commander l'attitude du véhicule lorsqu'il est déterminé que le dispositif de direction a été tourné ; et une étape consistant à augmenter la décélération appliquée au véhicule 1 lorsque l'inclinaison de surface de route détectée par un capteur d'inclinaison 12 est une première valeur indiquant une inclinaison vers le bas, par rapport à la décélération appliquée lorsque l'inclinaison de surface de route détectée par le capteur d'inclinaison 12 est une seconde valeur indiquant une inclinaison de surface de route plus plate que la première valeur détectée par le capteur d'inclinaison 12.
PCT/JP2019/005269 2018-02-16 2019-02-14 Procédé de commande de véhicule, dispositif de commande pour système de véhicule, et véhicule WO2019160009A1 (fr)

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JP7377433B2 (ja) * 2019-12-25 2023-11-10 マツダ株式会社 車両の制御システム
CN111439129A (zh) * 2020-04-14 2020-07-24 江西精骏电控技术有限公司 一种电动汽车滑行能量回收控制方法
CN112660092A (zh) * 2021-01-05 2021-04-16 奇瑞新能源汽车股份有限公司 电动汽车的下坡制动方法、装置及电动汽车
CN115092106B (zh) * 2022-06-21 2023-04-25 合众新能源汽车股份有限公司 车辆的冗余制动的控制方法和控制系统

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