WO2019160159A1 - Dispositif de commande de véhicule - Google Patents

Dispositif de commande de véhicule Download PDF

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Publication number
WO2019160159A1
WO2019160159A1 PCT/JP2019/006071 JP2019006071W WO2019160159A1 WO 2019160159 A1 WO2019160159 A1 WO 2019160159A1 JP 2019006071 W JP2019006071 W JP 2019006071W WO 2019160159 A1 WO2019160159 A1 WO 2019160159A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
steering
lateral acceleration
steering angular
wheel
Prior art date
Application number
PCT/JP2019/006071
Other languages
English (en)
Japanese (ja)
Inventor
孝俊 塚野
正人 安部
山門　誠
狩野　芳郎
一貴 佐藤
Original Assignee
マツダ株式会社
学校法人幾徳学園
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2018123295A external-priority patent/JP7194376B2/ja
Application filed by マツダ株式会社, 学校法人幾徳学園 filed Critical マツダ株式会社
Priority to DE112019000860.9T priority Critical patent/DE112019000860T5/de
Priority to CN201980013194.XA priority patent/CN111712413B/zh
Priority to US16/969,930 priority patent/US11667275B2/en
Publication of WO2019160159A1 publication Critical patent/WO2019160159A1/fr

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    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability

Definitions

  • the present invention relates to a vehicle control device that controls vehicle movement in accordance with steering operation.
  • Patent Document 1 discloses a technique for reducing the uncomfortable feeling of the steering reaction force when turning the steering by controlling the driving force or braking force applied to the vehicle based on the steering angular velocity.
  • said steering means the steering wheel.
  • the steering wheel is abbreviated as “steering” as appropriate.
  • FIG. 16 shows an example of the lateral acceleration generated in the vehicle when the steering is turned.
  • the horizontal axis indicates time
  • the vertical axis indicates lateral acceleration.
  • Reference numeral 101 indicates a target lateral acceleration that should be generated in the vehicle when the steering operation is performed
  • reference numeral 102 indicates a lateral acceleration (actual lateral acceleration) that is actually generated in the vehicle when the steering operation is performed.
  • the actual lateral acceleration 102 suddenly rises (see reference numeral 104) with a slight delay from the start of the turning operation. This is because immediately after the start of the cutting operation, the steering angular acceleration (the rate of change of the steering angle change rate (steering angular velocity)) greatly increases.
  • the present invention has been made in order to solve the above-described problems of the prior art, and the vehicle motion is controlled so as to suppress the unstable steering caused by the change in the vehicle lateral acceleration when the steering is turned.
  • An object of the present invention is to provide a vehicle control device that can appropriately control the vehicle.
  • the present invention is a vehicle control device, comprising: a steering operated to turn the vehicle; and a steering angle sensor for detecting a steering angle of the steering.
  • Steering device for turning the steering wheel of the vehicle according to the operation, setting means for setting the steering angular acceleration based on the steering angle detected by the steering angle sensor, and controlling the vehicle movement when the steering is turned
  • Vehicle motion control means for controlling the vehicle motion so as to suppress an increase in the lateral acceleration of the vehicle based on the steering angular acceleration.
  • the steering angular acceleration greatly increases immediately after the start of the steering operation of the steering (steering wheel). Therefore, in the present invention, when the steering is turned, control for suppressing the increase in the lateral acceleration of the vehicle is performed based on the steering angular acceleration. Thereby, it is possible to suppress a sudden rise in the lateral acceleration immediately after the start of the steering turning operation. Therefore, it is possible to suppress unstable steering caused by a change in the lateral acceleration during the steering turning operation. For example, it is possible to appropriately suppress that the driver is surprised at the occurrence of steep lateral acceleration immediately after the start of the cutting operation and the steering operation speed decreases (stop of steering, etc.).
  • “when the steering is turned” means when an operation of a predetermined steering angle or more is performed on the steering. In other words, this means when steering (steering for turning) that is not a so-called modified rudder is performed.
  • the setting means further sets the steering angular velocity based on the steering angle detected by the steering angle sensor, and the vehicle motion control means increases the lateral acceleration of the vehicle based on the steering angular acceleration. While suppressing, increase of the lateral acceleration of the vehicle is increased based on the steering angular velocity.
  • the control for increasing the increase in the lateral acceleration of the vehicle is further performed based on the steering angular velocity, the response of the vehicle to the steering turning operation by the driver (the yaw rate during turning, Lateral acceleration response) can be secured.
  • the setting unit further sets the steering angular velocity based on the steering angle detected by the steering angle sensor, and the steering device changes the wheel angle of the steering wheel independently of the steering operation.
  • the vehicle motion control means is configured to control the steering device to change the wheel angle independently of the steering operation based on the steering angle, the steering angular velocity, and the steering angular acceleration. Suppresses the increase in lateral acceleration.
  • the vehicle motion control unit controls an increase in the lateral acceleration of the vehicle based on the steering angular acceleration by controlling the yaw moment of the vehicle based on the steering angular acceleration.
  • the present invention configured as described above, it is possible to appropriately suppress the increase in the lateral acceleration based on the steering angular acceleration by controlling the yaw moment applied to the vehicle.
  • the vehicle motion control means may control the yaw moment by controlling at least one of a braking force and a driving force applied to the vehicle.
  • the vehicle further includes a brake device capable of applying different braking forces to the left and right wheels
  • the setting means further sets the steering angular velocity based on the steering angle detected by the steering angle sensor, and controls the vehicle motion.
  • the means controls the brake device to increase the braking force applied to the turning outer wheel of the vehicle based on the steering angular acceleration, and controls the braking device to increase the braking force applied to the inner turning wheel of the vehicle based on the steering angular velocity. Therefore, it is preferable to control the yaw moment.
  • the present invention provides a vehicle control device, a steering operated to turn the vehicle, a steering angle sensor for detecting a steering angle of the steering, A steering device that steers the steered wheels according to the steering operation, setting means for setting the steering angular acceleration based on the steering angle detected by the steering angle sensor, and the vehicle when the steering is turned Vehicle motion control means for controlling motion, and the vehicle motion control means suppresses a decrease in the steering operation speed by the driver due to the lateral acceleration of the vehicle that rises in response to the steering turning operation.
  • the increase in the lateral acceleration of the vehicle is suppressed based on the steering angular acceleration.
  • the vehicle has a driver seat whose position can be adjusted in the vehicle front-rear direction, and the vehicle front-rear position of the driver seat is set to the front side in the vehicle front-rear direction relative to the center of gravity position of the vehicle.
  • the vehicle motion control means suppresses the increase in the lateral acceleration of the vehicle more strongly when the distance between the vehicle front-rear position of the driver seat and the center of gravity position of the vehicle is larger than when the distance is not so.
  • the driver's sensitivity to lateral acceleration changes according to the distance between the vehicle front-rear position of the driver's seat and the center of gravity position of the vehicle.
  • the degree of suppression of the increase in lateral acceleration based on the steering angular acceleration can be appropriately changed according to the driver's sensitivity to the lateral acceleration that changes depending on the distance.
  • the vehicle motion control means changes the position of the center of gravity of the vehicle based on the seating state detected by the seating sensor.
  • the position of the center of gravity of the vehicle can be accurately obtained by taking into account the seating state of the occupants (other than the driver) in the passenger compartment.
  • the seating sensor detects seating states of the passenger seat and the rear seat of the vehicle. According to the present invention configured as described above, it is possible to appropriately determine the seating state of the occupant in the passenger compartment using the seating sensor.
  • the vehicle motion control means is based on the fuel remaining amount detected by the fuel remaining amount sensor, Change the center of gravity position of the vehicle.
  • the position of the center of gravity of the vehicle can be accurately obtained by taking into account the remaining amount of fuel in the fuel tank.
  • the vehicle further includes a traction state determination unit that determines whether or not the vehicle is in a traction state, and the vehicle motion control unit is based on a determination result by the traction state determination unit.
  • a traction state determination unit that determines whether or not the vehicle is in a traction state
  • the vehicle motion control unit is based on a determination result by the traction state determination unit.
  • the vehicle has a driver's seat whose position can be adjusted in the vehicle front-rear direction, and the vehicle motion control means is configured so that when the vehicle front-rear position of the driver seat is on the front side, Further, the increase in the lateral acceleration of the vehicle is suppressed more strongly.
  • the driver can easily feel the lateral acceleration, In the case of the rear side, it becomes difficult for the driver to feel the lateral acceleration), and the degree of suppression of the increase in the lateral acceleration based on the steering angular acceleration can be appropriately changed.
  • the vehicle control device of the present invention it is possible to suppress unstable steering caused by a change in the vehicle lateral acceleration when the steering is turned.
  • FIG. 1 is a schematic configuration diagram of a vehicle to which a vehicle control device according to an embodiment of the present invention is applied. It is a schematic block diagram of the steering device with which the vehicle control apparatus by embodiment of this invention is provided. It is a block diagram which shows the electric constitution of the control apparatus of the vehicle by embodiment of this invention. It is explanatory drawing about the relationship between the steering angle, steering angular velocity, and steering angular acceleration when steering operation is performed. It is explanatory drawing about the vehicle motion control according to the driver's seat position by embodiment of this invention. It is a flowchart of the vehicle motion control process by 1st Embodiment of this invention. 3 is a map of first and second wheel angles according to the first embodiment of the present invention.
  • FIG. 1 is a schematic configuration diagram of a vehicle to which a vehicle control device according to an embodiment of the present invention is applied
  • FIG. 2 is a schematic configuration diagram of a steering device provided in the vehicle control device according to the embodiment of the present invention.
  • FIG. 3 is a block diagram showing an electrical configuration of the vehicle control apparatus according to the 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 includes a brake control system 20 that supplies brake fluid pressure to a brake caliper of a brake device (braking device) 19 provided on each wheel.
  • the brake control system 20 includes a hydraulic pump 21 that generates a brake hydraulic pressure necessary for generating a braking force in the brake device 19 provided on each wheel, and a hydraulic pressure supply line to the brake device 19 of each wheel.
  • a provided valve unit 22 (specifically a solenoid valve) for controlling the hydraulic pressure supplied from the hydraulic pump 21 to the brake device 19 of each wheel, and the brake device 19 of each wheel from the hydraulic pump 21.
  • 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. .
  • the brake control system 20 calculates the hydraulic pressure supplied independently to each wheel cylinder and brake caliper of each wheel based on the braking force command value input from the controller 14 and the detected value of the hydraulic pressure sensor 24.
  • the rotational speed of the hydraulic pump 21 and the opening degree of the valve unit 22 are controlled according to the hydraulic pressure.
  • the vehicle 1 includes a steering device 6 that steers the front wheels 2 as steered wheels (steered wheels) in response to an operation of a steering wheel (steering) 11 by a driver.
  • a mechanism for transmitting the rotation of the steering wheel 11 and a mechanism for turning the front wheel 2 according to the rotation of the steering wheel 11 are mechanically separated. Steer-by-wire type.
  • the steering device 6 is provided with a steering wheel 11 that is operated by a driver, a steering shaft 12 that rotates together with the steering wheel 11, and the steering shaft 12, and torque (typically reaction torque). And an electric motor 13 for applying the torque to the steering shaft 12, a steering angle sensor 8 for detecting the steering angle (rotation angle) of the steering shaft 12, and the steering torque applied by the driver via the steering wheel 11. And a torque sensor 15 for detecting.
  • the steering device 6 also includes an electromagnetic steering motor 16 that generates torque for turning the front wheels 2, a rack shaft 17 that is operated by the torque of the electromagnetic steering motor 16, and the front wheels 2 that are operated by the operation of the rack shaft 17. A tie rod 18 to be steered.
  • the controller 14 includes an acceleration sensor 31 that detects acceleration generated in the vehicle 1, at least a seat other than the driver's seat, specifically, A seating sensor 32 for detecting the seating state of the passenger seat and the rear seat, a fuel remaining amount sensor 33 for detecting the remaining amount of fuel in a fuel tank provided at the rear of the vehicle 1, and a towing for detecting the traction state of the vehicle 1
  • a detection signal is input from the sensor 34.
  • the seating sensor 32 is provided in each of the passenger seat and the rear seat.
  • the seating sensor 32 provided in the passenger seat outputs an ON signal when the passenger is seated in the passenger seat, and the seating sensor 32 provided in the rear seat is ON when the passenger is sitting in the rear seat. Output a signal.
  • the towing sensor 34 outputs an ON signal when the vehicle 1 is in a towing state.
  • the controller 14 controls the motor generator 4, the steering device 6, the brake control system 20, and the like based on detection signals output from various sensors as described above. Specifically, when driving the vehicle 1, the controller 14 outputs a control signal to the inverter 3 so that a driving force (driving torque) to be applied to the vehicle 1 is generated from the motor generator 4. On the other hand, when braking the vehicle 1, the controller 14 generates a braking force to be applied to the vehicle 1 from the motor generator 4 (that is, the motor generator 4 regenerates and generates the braking force). A control signal is output to the inverter 3. Further, the controller 14 causes the brake control system 20 to regenerate the motor generator 4 or regenerate the motor generator 4 and generate a braking force from the brake device 19 when braking the vehicle 1. A control signal may be output. In this case, the controller 14 causes the brake device 19 to generate a desired braking force by controlling the hydraulic pump 21 and the valve unit 22 of the brake control system 20.
  • the controller 14 controls the electromagnetic steering motor 16 so as to steer the front wheels 2 according to the rotation of the steering wheel 11 based on the steering angle detected by the steering angle sensor 8.
  • the wheel angle of the front wheel 2 is set to an angle corresponding to the steering angle of the steering wheel 11, but in the steer-by-wire type steering device 6, the wheel angle of the front wheel 2 is set as the steering angle of the steering wheel 11. It can be changed independently by the electromagnetic steering motor 16.
  • the controller 14 controls the torque by the electric motor 13 based on the steering torque detected by the torque sensor 15 in order to apply the torque for transmitting the road surface condition to the driver to the steering wheel 11 by the electric motor 13.
  • Such a controller 14 includes one or more processors, various programs that are interpreted and executed on the processors (including a basic control program such as an OS and an application program that is activated on the OS and realizes a specific function), and It is constituted by a computer having an internal memory such as a ROM or RAM for storing programs and various data. Although details will be described later, the controller 14 corresponds to a vehicle control device in the present invention.
  • the controller 14 functions as setting means and vehicle motion control means in the present invention.
  • FIG. 1 shows a vehicle 1 (corresponding to an electric vehicle (EV vehicle)) driven by a motor generator 4, the present invention is not limited to application to an EV vehicle and is driven by an engine. The present invention is also applicable to general vehicles and vehicles driven by an engine and a motor generator (hybrid vehicle (HEV vehicle)).
  • EV vehicle electric vehicle
  • HEV vehicle hybrid vehicle
  • FIG. 2 shows an example in which the rotation angle of the steering shaft 12 connected to the steering wheel 11 (the angle detected by the steering angle sensor 8) is used as the steering angle, but instead of the rotation angle of the steering shaft 12.
  • various state quantities in the steering system such as the rotation angle of the electric motor 13 or the electromagnetic steering motor 16 and the displacement of the rack shaft 17 may be used as the steering angle together with the rotation angle of the steering shaft 12.
  • the towing sensor 34 functions as a towing state determination unit in the present invention, but in another example, the controller 14 may determine the towing state without using the towing sensor 34. . Specifically, the controller 14 determines whether or not the vehicle 1 is in a towing state based on the difference between the target acceleration determined according to the accelerator opening and the actual acceleration detected by the acceleration sensor 31. May be. In this case, the controller 14 functions as a traction state determination unit in the present invention.
  • vehicle motion control according to an embodiment of the present invention will be described.
  • the controller 14 determines the lateral acceleration of the vehicle 1 when the steering wheel 11 is turned (typically, the lateral acceleration immediately after the start of the turning operation).
  • the vehicle motion is controlled to suppress unstable steering caused by a sudden rise).
  • reference numeral 61 indicates a steering angle
  • reference numeral 62 indicates a steering angular velocity
  • reference numeral 63 indicates a steering angular acceleration.
  • the controller 14 performs control to suppress the increase in lateral acceleration based on the steering angular acceleration, that is, performs control to reduce the increase in lateral acceleration.
  • the sudden rise of the lateral acceleration immediately after the start of the cutting operation is suppressed, and the steering during the cutting operation is stabilized.
  • the driver is surprised at the occurrence of steep lateral acceleration, and the operation speed of the steering wheel 11 is reduced (such as stopping of steering).
  • the controller 14 performs control to suppress the increase in lateral acceleration with respect to the steering angular acceleration as described above, but with respect to the steering angular velocity, the increase in lateral acceleration is increased based on the steering angular velocity. Do the control. In this way, by increasing the increase in the lateral acceleration based on the steering angular velocity, the responsiveness of the vehicle 1 to the driver's cutting operation (responsiveness of the yaw rate and lateral acceleration during turning) is ensured.
  • the controller 14 determines the vehicle front / rear position of the driver's seat (hereinafter simply referred to as “driver's seat position”) when suppressing the increase in lateral acceleration based on the steering angular acceleration as described above.
  • driver's seat position When it is on the front side, the increase in lateral acceleration is suppressed more strongly than when it is not. This is because when the driver's seat position is on the front side, the driver's seat tends to move away from the center of gravity of the vehicle, which makes it easier for the driver to feel lateral acceleration.
  • the controller 14 obtains the distance between the driver's seat position and the vehicle center of gravity position, and changes the degree of suppression of the increase in lateral acceleration based on the steering angular acceleration according to this distance.
  • FIG. 5 is an explanatory diagram for the contents of vehicle motion control according to the driver's seat position according to the embodiment of the present invention.
  • the symbol DS indicates the driver's seat
  • the symbol G indicates the vehicle gravity center
  • the symbol P1 indicates the driver seat position
  • the symbol P2 indicates the vehicle gravity center position.
  • the driver's seat position P1 is set to the front side in the front-rear direction with respect to the vehicle gravity center position P2.
  • the controller 14 increases the degree of suppression of the increase in lateral acceleration based on the steering angular acceleration.
  • the controller 14 reduces the degree of suppression of the increase in lateral acceleration based on the steering angular acceleration.
  • the degree of suppression of the increase in lateral acceleration based on the steering angular acceleration can be appropriately changed according to the driver's sensitivity to the lateral acceleration that changes depending on the distance D1 between the driver's seat position P1 and the vehicle gravity center position P2.
  • the controller 14 has a seating state other than the driver seat DS (specifically, the front passenger seat FPS and the rear seat RPS), the fuel remaining amount in the fuel tank FT, Based on the towing state of the vehicle 1 (that is, whether or not the vehicle 1 is towing the towed vehicle 1x), the vehicle center-of-gravity position P2 described above is obtained. This is because the center-of-gravity position P2 of the vehicle 1 fluctuates in the front-rear direction depending on the presence or absence of passengers in the passenger seat FPS and the rear seat RPS, the degree of fuel remaining in the fuel tank FT, and the presence or absence of the trailer 1x Because it does.
  • the controller 14 controls the steering device 6 so as to change the wheel angle of the front wheel 2 independently of the operation of the steering wheel 11 by the driver, whereby the lateral acceleration based on the steering angular acceleration and the steering angular velocity is controlled. Make control happen. Specifically, when the steering wheel 11 is turned, the controller 14 sets a wheel angle corresponding to the steering angular acceleration (hereinafter referred to as “first wheel angle”) and also according to the steering angular velocity. And the target wheel angle to be applied to the front wheel 2 is determined based on the first and second wheel angles and the actual steering angle of the steering wheel 11. Set.
  • the controller 14 decreases the wheel angle corresponding to the steering angle (the wheel angle corresponding to the turning operation of the steering wheel 11) based on the steering angular acceleration so as to suppress the increase in the lateral acceleration based on the steering angular acceleration. That is, the first wheel angle is set so that the wheel angle is returned to the direction opposite to the cutting direction.
  • the controller 14 increases the wheel angle corresponding to the steering angle based on the steering angular velocity, that is, advances the wheel angle in the cutting direction side. Set the 2 wheel angle.
  • the controller 14 sets the target wheel angle by adding the first wheel angle (negative value) and the second wheel angle (positive value) to the wheel angle (positive value) corresponding to the steering angle. To do. That is, the controller 14 returns the wheel angle corresponding to the steering angle as a result of the turning of the steering wheel 11 to the opposite side of the cutting direction by the first wheel angle, and advances the wheel angle to the cutting direction side by the second wheel angle. Like that.
  • FIG. 6 is a flowchart of the vehicle motion control process according to the first embodiment of the present invention
  • FIG. 7 is a map of the first and second wheel angles according to the first embodiment of the present invention.
  • the vehicle motion control process of FIG. 6 is started when the ignition of the vehicle 1 is turned on and the controller 14 is turned on, and is repeatedly executed at a predetermined cycle (for example, 50 ms).
  • a predetermined cycle for example, 50 ms.
  • the controller 14 acquires various sensor information related to the driving state of the vehicle 1.
  • the controller 14 acquires the steering angle detected by the steering angle sensor 8.
  • the controller 14 acquires detection signals from the seating sensor 32, the remaining fuel amount sensor 33, the towing sensor 34, and the like.
  • step S12 the controller 14 determines whether or not the steering wheel 11 is performing a cutting operation. Specifically, when the steering angle (absolute value) acquired in step S11 is increasing, the controller 14 determines that the steering wheel 11 is performing a cutting operation. As a result of the determination in step S12, when it is determined that the steering wheel 11 is in the cutting operation (step S12: Yes), the controller 14 proceeds to step S13, and it is determined that the steering wheel 11 is not in the cutting operation. If this is the case (step S12: No), the vehicle motion control process ends.
  • step S13 the controller 14 obtains the steering angular velocity and the steering angular acceleration from the steering angle acquired in step S11.
  • the controller 14 obtains a change amount of the steering angle per unit time (in other words, differentiates the steering angle), sets the change amount as a steering angular velocity, and also sets the steering angular velocity per unit time.
  • the amount of change is obtained (in other words, the steering angular velocity is differentiated), and the amount of change is set as the steering angular acceleration.
  • step S14 the controller 14 obtains the driver seat position.
  • the controller 14 determines the driver's seat position based on a control signal supplied to the motor. Ask.
  • a position sensor capable of detecting the driver's seat position is provided in the driver's seat, and the controller 14 is based on the detection signal of the position sensor. Find the driver's seat position.
  • step S15 the controller 14 calculates
  • reference center of gravity position hereinafter referred to as “reference center of gravity position”
  • the controller 14 corrects the reference center-of-gravity position according to the seating state of the occupant in the vehicle 1 detected by the seating sensor 32. For example, when the occupant is seated in the passenger seat FPS, the controller 14 corrects the reference center-of-gravity position to the front side when the occupant is not seated in the passenger seat FPS, and the occupant is in the rear seat RPS. When seated in the vehicle, the reference center of gravity position is corrected to the rear side as compared with the case where the passenger is not seated in the rear seat RPS. Further, the controller 14 corrects the reference gravity center position according to the fuel remaining amount in the fuel tank FT detected by the fuel remaining amount sensor 33.
  • the controller 14 corrects the reference center-of-gravity position to the rear side because the weight on the rear side of the vehicle 1 increases as the remaining amount of fuel increases. Further, the controller 14 corrects the reference center-of-gravity position according to the towing state of the vehicle 1 detected by the towing sensor 34. Specifically, when the vehicle 1 is towing the towed vehicle 1x, the controller 14 corrects the reference center-of-gravity position to the rear side compared to the case where the vehicle 1 is not towing the towed vehicle 1x. .
  • step S16 the controller 14 sets a target wheel angle to be applied to the front wheels 2 based on the steering angle acquired in step S11 and the steering angular velocity and steering angular acceleration obtained in step S13. Specifically, the controller 14 sets the first wheel angle based on the steering angular acceleration, sets the second wheel angle based on the steering angular velocity, and sets the target based on the first and second wheel angles and the steering angle. Set the wheel angle. In this case, the controller 14 corrects the first wheel angle according to the steering angular acceleration based on the distance between the driver's seat position obtained at step S14 and the vehicle center of gravity obtained at step S15, and also according to the steering angular velocity. The second wheel angle is corrected, and the target wheel angle is set from the corrected first and second wheel angles.
  • the controller 14 sets the first wheel angle based on the steering angular acceleration and the second wheel angle based on the steering angular velocity using the map of FIG.
  • the solid line in FIG. 7A shows a map that defines the first wheel angle (vertical axis) to be set according to the steering angular acceleration (horizontal axis).
  • This map shows that when the steering angular acceleration is greater than or equal to a predetermined value (the first wheel angle is 0 when the steering angular acceleration is less than the predetermined value), the higher the steering angular acceleration is, the more the first wheel angle is switched back (negative (Direction) is set to be a large angle.
  • the controller 14 corrects the first wheel angle set based on the steering angular acceleration based on the distance between the driver's seat position and the vehicle gravity center position. Specifically, when the distance between the driver's seat position and the vehicle center-of-gravity position is large, the controller 14 corrects the first wheel angle to the switchback side angle (see the broken line in FIG. 7A). . When the distance is large, the driver can easily feel the lateral acceleration. Therefore, the degree of suppression of the increase in the lateral acceleration based on the steering angular acceleration is increased by correcting the first wheel angle to the switchback side.
  • the controller 14 corrects the first wheel angle to the angle on the cutting side (see the one-dot chain line in FIG. 7A).
  • the controller 14 corrects the first wheel angle to the cut side, the degree of suppression of the increase in the lateral acceleration based on the steering angular acceleration is reduced.
  • the solid line in FIG. 7B shows a map that defines the second wheel angle (vertical axis) to be set according to the steering angular velocity (horizontal axis).
  • This map shows that when the steering angular velocity is greater than or equal to a predetermined value (the second wheel angle is 0 when the steering angular velocity is less than the predetermined value), the larger the steering angular velocity is, the larger the second wheel angle is on the cutting side (positive direction). It is specified to be set to an angle.
  • the controller 14 corrects the second wheel angle set based on the steering angular velocity based on the distance between the driver's seat position and the vehicle gravity center position. Specifically, when the distance between the driver's seat position and the vehicle center of gravity position is large, the controller 14 corrects the second wheel angle to the switchback side angle (see the broken line in FIG. 7B). . This is because, when the distance is large, the driver easily feels the lateral acceleration, and thus the responsiveness related to the lateral acceleration as described above is unlikely to occur, so the second wheel angle is corrected to the switchback side.
  • the controller 14 corrects the second wheel angle to the angle on the cutting side (see the dashed line in FIG. 7B). This is because, when the distance is small, the driver hardly feels the lateral acceleration, and the responsiveness deterioration regarding the lateral acceleration is likely to occur as described above. Therefore, the second wheel angle is corrected to the cut side.
  • the change rate (absolute value) of the first wheel angle according to the steering angular acceleration in the map of FIG. 7A is the change rate of the second wheel angle according to the steering angular velocity in the map of FIG. It is better to make it smaller than the absolute value. This is to prevent the lateral acceleration increase from being excessively suppressed based on the steering angular acceleration, thereby preventing the driver from feeling uncomfortable.
  • linearly changing each of the first and second wheel angles in accordance with the steering angular acceleration and the steering angular velocity may be changed in a quadratic function or an exponential function according to the steering angular acceleration and the steering angular velocity.
  • step S ⁇ b> 16 the controller 14 converts the first wheel angle (negative value) and the second wheel angle (positive value) set as described above to the wheel angle (positive value) corresponding to the steering angle.
  • the target wheel angle applied to the front wheel 2 is set by adding to the value.
  • the first wheel angle in absolute value an angle smaller than the wheel angle corresponding to the steering angle is set as the target wheel angle, whereas the first wheel angle in absolute value is set. Is smaller than the second wheel angle, an angle larger than the wheel angle corresponding to the steering angle is set as the target wheel angle.
  • a map in which the wheel angle of the front wheel 2 to be set with respect to the steering angle of the steering wheel 11 is associated with the steering angle of the steering wheel 11 is defined in advance, and the controller 14 refers to such a map. Then, the wheel angle corresponding to the steering angle detected by the steering angle sensor 8 is set as the wheel angle corresponding to the steering angle.
  • step S17 the controller 14 sets the command value (control signal) of the electromagnetic steering motor 16 of the steering device 6 so that the actual wheel angle of the front wheel 2 becomes the target wheel angle set in step S16. Then, the controller 14 outputs this command value to the electromagnetic steering motor 16. After step S17, the controller 14 ends the vehicle motion control process.
  • FIG. 8 and FIG. 9 are examples of time charts showing temporal changes of various parameters when the vehicle motion control according to the first embodiment is executed when the steering wheel 11 is turned.
  • a graph G11 indicates a steering angle (deg)
  • a graph G12 indicates a steering angular velocity (deg / s)
  • a graph G13 indicates a steering angular acceleration (deg / s 2 ).
  • a graph G14 shows the second wheel angle (deg) set based on the steering angular velocity of the graph G12
  • a graph G15 shows the first wheel angle set based on the steering angular acceleration of the graph G13.
  • the graph G16 shows the target wheel angle according to the first embodiment, which is set based on the second wheel angle and the first wheel angle of the graphs G14 and G15 and the wheel angle corresponding to the steering angle of the graph G11.
  • a graph G14a indicates a second wheel angle (deg) obtained by enlarging the graph G14 of FIG. 8B in the vertical direction
  • a graph G15a indicates the graph G15 of FIG. 8B.
  • the 1st wheel angle (deg) which expanded and represented in the vertical direction is shown.
  • a graph G18 shows the lateral acceleration (g) generated in the vehicle 1 when the target wheel angle of the graph G16 is applied
  • a graph G19 shows the vehicle when the wheel angle of the graph G17 is applied.
  • FIG. 9 shows a diagram in which the period (0 to 0.4 seconds) indicated by the symbol A1 in FIG. 8 is extracted and only this period is expanded (mainly expanded in the horizontal direction).
  • a graph G21 shows a steering angle (deg) expressed by enlarging the graph G11
  • a graph G22 shows a steering angular velocity (deg / s) expressed by expanding the graph G12.
  • the graph G23 shows the steering angular acceleration (deg / s 2 ) that is an enlarged view of the graph G13.
  • a graph G24 shows the second wheel angle (deg) expressed by enlarging the graph G14, and a graph G25 shows the first wheel angle (deg) expressed by expanding the graph G15.
  • Graph G26 shows the target wheel angle (deg) represented by enlarging graph G16, and graph G27 shows the wheel angle (deg) corresponding to the steering angle represented by enlarging graph G17.
  • a graph G24a shows a second wheel angle (deg) expressed by enlarging the graph G14a, and a graph G25a shows a first wheel angle (deg) expressed by enlarging the graph G15a.
  • a graph G28 shows the lateral acceleration (g) expressed by enlarging the graph G18
  • a graph G29 shows the lateral acceleration (g) expressed by enlarging the graph G19.
  • the controller 14 sets the first wheel angle according to the increase in the steering angular acceleration, as shown in the graph G25a. Specifically, the controller 14 sets a first wheel angle having a relatively large angle on the side of the steering wheel 11 in the switchback direction.
  • the controller 14 sets the second wheel angle to substantially 0 as shown in the graph G24a.
  • the target wheel angle (graph G26) to which the first and second wheel angles are applied is the wheel angle (graph G27) corresponding to the steering angle. ).
  • the lateral acceleration (graph G28) when the vehicle motion control according to the first embodiment is performed is the vehicle motion control according to the first embodiment. It becomes smaller than the lateral acceleration (graph G29) when there is not.
  • the controller 14 increases the second wheel angle in accordance with the increase in the steering angular velocity, as shown in the graph G24a.
  • the controller 14 decreases the first wheel angle (absolute value) as the steering angular acceleration decreases, more specifically, the first wheel angle approaches 0.
  • the target wheel angle (graph G26) to which the first and second wheel angles are applied corresponds to the steering angle. It becomes larger than the corner (graph G27).
  • the lateral acceleration (graph G28) when the vehicle motion control according to the first embodiment is performed performs the vehicle motion control according to the first embodiment. It becomes larger than the lateral acceleration (graph G29) in the absence. Therefore, the lateral acceleration response according to the driver's steering is ensured. In this case, the responsiveness of the yaw rate according to the driver's steering is also ensured.
  • FIG. 10 is a schematic diagram of the lateral acceleration generated when the vehicle motion control according to the first embodiment is executed when the steering wheel 11 is turned.
  • the horizontal axis represents time
  • the vertical axis represents lateral acceleration. Note that elements having the same reference numerals as those in FIG. 16 (particularly reference numerals 101 and 102) have the same meaning as in FIG.
  • reference numeral 110 denotes a lateral acceleration (actually generated in the vehicle 1) when a target wheel angle set only from the first wheel angle (see FIG. 7A) corresponding to the steering angular acceleration is applied. (Lateral acceleration).
  • the actual lateral acceleration 110 compared to the actual lateral acceleration 102 in which the vehicle motion control according to the present embodiment is not performed, the rapid rise of the lateral acceleration immediately after the start of the cutting operation is suppressed. Recognize. Further, even after this, it can be seen that the actual lateral acceleration 110 improves the overshoot and undershoot with respect to the target lateral acceleration 101 as compared with the actual lateral acceleration 102.
  • reference numeral 112 denotes both the first wheel angle (see FIG. 7 (a)) according to the steering angular acceleration and the second wheel angle (see FIG. 7 (b)) according to the steering angular velocity.
  • the lateral acceleration actually generated in the vehicle 1 is shown.
  • the actual lateral acceleration 112 compared to the actual lateral acceleration 110 described above, the lateral acceleration is allowed to rise to some extent immediately after the start of the cutting operation.
  • the actual lateral acceleration 112 approaches the target lateral acceleration 101.
  • the actual lateral acceleration 112 very close to the target lateral acceleration 101 can be realized after this. Specifically, it can be seen that overshoot and undershoot with respect to the target lateral acceleration 101 are greatly improved.
  • the first wheel angle is set based on the steering angular acceleration, and the first wheel angle is applied to the target wheel angle.
  • a sudden rise in the lateral acceleration immediately after the start of the turning operation of the steering wheel 11 can be appropriately suppressed by lowering based on the steering angular acceleration.
  • the unstable steering resulting from the change of the lateral acceleration at the time of the cutting operation of the steering wheel 11 can be suppressed.
  • the second wheel angle is set based on the steering angular velocity, and the second wheel angle is applied to the target wheel angle, so the wheel angle corresponding to the steering angle is increased based on the steering angular velocity.
  • the degree of suppression of the increase in the lateral acceleration based on the steering angular acceleration can be appropriately changed according to the driver's sensitivity to the lateral acceleration that changes depending on the distance between the driver's seat position and the vehicle center of gravity position.
  • the position of the center of gravity of the vehicle is changed based on the seated state of the passengers in the passenger compartment, the remaining amount of fuel in the fuel tank, and the traction state of the vehicle. In this case, an accurate vehicle gravity center position can be applied.
  • the present invention is independent of the operation of the steering 11 in addition to the steer-by-wire type steering device 6.
  • the present invention can be applied to various steering devices configured to change the wheel angle of the front wheel 2 (steering wheel).
  • the vehicle motion control according to the first embodiment is not limited to being performed on both the cut side and the cut back side, and the vehicle motion control may be performed only on the cut side.
  • the steering angular acceleration becomes less than 0 (that is, the value on the switching back side).
  • Such a steering angular acceleration on the return side may not be used for vehicle motion control.
  • the first wheel angle may be set to 0. The same applies to the steering angular velocity.
  • the controller 14 controls the steering angular acceleration and the steering by controlling the yaw moment applied to the vehicle 1 instead of controlling the steering device 6 to change the wheel angle as in the first embodiment.
  • the controller 14 sets a yaw moment according to the steering angular acceleration (hereinafter referred to as “first yaw moment”) when the steering wheel 11 is turned, and also according to the steering angular velocity.
  • first yaw moment a yaw moment
  • a yaw moment (hereinafter referred to as “second yaw moment”) is set, and a target yaw moment to be applied to the vehicle 1 is set based on the first and second yaw moments.
  • the controller 14 sets the first yaw moment so as to suppress the turning motion of the vehicle in the direction corresponding to the turning operation of the steering wheel 11 in order to suppress the increase in the lateral acceleration based on the steering angular acceleration.
  • a first yaw moment in the direction opposite to the direction corresponding to the cutting operation is set.
  • the controller 14 sets the second yaw moment so as to advance the turning motion of the vehicle in the direction corresponding to the turning operation of the steering wheel 11 in order to increase the increase in the lateral acceleration based on the steering angular velocity.
  • a second yaw moment in a direction corresponding to the operation is set.
  • the controller 14 sets the target yaw moment by adding the first yaw moment (negative value) and the second yaw moment (positive value).
  • the controller 14 realizes the target yaw moment set as described above by controlling the braking force applied to the vehicle 1 (braking force by the brake device 19).
  • the controller 14 realizes a target yaw moment in the direction opposite to the turning direction according to the turning operation of the steering wheel 11 (that is, when the increase in the lateral acceleration should be suppressed based on the steering angular acceleration).
  • the brake device 19 is controlled via the brake control system 20 so as to increase the braking force applied to the turning outer wheel of the vehicle 1 based on the steering angular acceleration.
  • the controller 14 determines the vehicle based on the steering angular velocity.
  • the brake device 19 is controlled via the brake control system 20 so as to increase the braking force applied to one turning inner wheel.
  • FIG. 11 is a flowchart of the vehicle motion control process according to the second embodiment of the present invention
  • FIG. 12 is a map of the first and second yaw moments according to the second embodiment of the present invention.
  • steps S21 to S25 are the same as the processes of steps S11 to S15 of the vehicle motion control process of FIG.
  • the process after step S26 is demonstrated.
  • step S26 the controller 14 sets a target yaw moment to be applied to the vehicle 1 based on the steering angle acquired in step S21 and the steering angular velocity and steering angular acceleration obtained in step S23. Specifically, the controller 14 sets the first yaw moment based on the steering angular acceleration, sets the second yaw moment based on the steering angular velocity, and sets the target yaw moment based on the first and second yaw moments. To do. In this case, the controller 14 corrects the first yaw moment according to the steering angular acceleration based on the distance between the driver's seat position obtained at step S24 and the vehicle center of gravity obtained at step S25, and also according to the steering angular velocity. The second yaw moment is corrected, and the target yaw moment is set from the corrected first and second yaw moments.
  • the controller 14 sets the first yaw moment based on the steering angular acceleration and the second yaw moment based on the steering angular velocity using the map of FIG.
  • the solid line in FIG. 12A shows a map that defines the first yaw moment (vertical axis) to be set according to the steering angular acceleration (horizontal axis).
  • the map indicates the direction corresponding to the turning operation of the steering wheel 11 as the steering angular acceleration increases. It is defined that the first yaw moment is increased on the reverse direction side (switchback side).
  • the controller 14 corrects the first yaw moment set based on the steering angular acceleration in this manner based on the distance between the driver's seat position and the vehicle gravity center position. Specifically, the controller 14 corrects the first yaw moment to the yaw moment on the switchback side when the distance between the driver's seat position and the vehicle gravity center position is large (see the broken line in FIG. 12A). ). When the distance is large, the driver can easily feel the lateral acceleration. Therefore, by correcting the first yaw moment to the switchback side, the degree of suppression of the increase in the lateral acceleration based on the steering angular acceleration is increased.
  • the controller 14 corrects the first yaw moment to the yaw moment on the cut side (see the one-dot chain line in FIG. 12A).
  • the controller 14 corrects the first yaw moment to the cut side, the degree of suppression of increase in lateral acceleration based on the steering angular acceleration is reduced.
  • the solid line in FIG. 12B shows a map defining the second yaw moment (vertical axis) to be set according to the steering angular velocity (horizontal axis).
  • This map shows that when the steering angular velocity is greater than or equal to a predetermined value (the second yaw moment is 0 when the steering angular velocity is less than the predetermined value), the direction side corresponding to the turning operation of the steering wheel 11 (the cutting side) increases as the steering angular velocity increases. ) So that the second yaw moment is increased.
  • the responsiveness of the vehicle 1 to the driver's cutting operation responsiveness of yaw rate or lateral acceleration during turning
  • responsiveness deterioration due to suppression of lateral acceleration increase based on steering angular acceleration as described above is suppressed.
  • the controller 14 corrects the second yaw moment set based on the steering angular velocity based on the distance between the driver's seat position and the vehicle gravity center position. Specifically, when the distance between the driver's seat position and the vehicle center of gravity position is large, the controller 14 corrects the second yaw moment to the yaw moment on the switchback side (see the broken line in FIG. 12B). ). This is because, when the distance is large, the driver easily feels the lateral acceleration, and thus the responsiveness deterioration regarding the lateral acceleration as described above is unlikely to occur, so the second yaw moment is corrected to the switchback side.
  • the controller 14 corrects the second yaw moment to the yaw moment on the cut side (see the one-dot chain line in FIG. 12B). This is because, when the distance is small, the driver hardly feels the lateral acceleration, and the responsiveness deterioration related to the lateral acceleration described above is likely to occur. Therefore, the second yaw moment is corrected to the cut side.
  • the change rate (absolute value) of the first yaw moment according to the steering angular acceleration in the map of FIG. 12A is the change rate (absolute value) of the second yaw moment according to the steering angular velocity in the map of FIG. It is better to make it smaller than the absolute value. This is to prevent the lateral acceleration increase from being excessively suppressed based on the steering angular acceleration, thereby preventing the driver from feeling uncomfortable. Further, there is no limitation to linearly changing each of the first and second yaw moments according to the steering angular acceleration and the steering angular velocity. For example, each of the first and second yaw moments may be changed in a quadratic function or an exponential function in accordance with the steering angular acceleration and the steering angular velocity.
  • the controller 14 adds the first yaw moment (negative value) and the second yaw moment (positive value) set as described above to the vehicle 1 in step S ⁇ b> 26.
  • the target yaw moment in the direction opposite to the cutting operation (reverse side) is set.
  • the first yaw moment is smaller than the second yaw moment, a target yaw moment on the direction side (cutting side) corresponding to the cutting operation is set.
  • step S27 the controller 14 controls the brake device 19 via the brake control system 20 so as to apply the target yaw moment set in step S26 to the vehicle 1.
  • the controller 14 While the brake device 19 is controlled to apply a braking force to the turning outer wheel, when the target yaw moment is a positive value (that is, the direction of the moment is the direction side (cutting side) corresponding to the cutting operation).
  • the brake device 19 is controlled so as to apply a braking force to the turning inner wheel of the vehicle 1.
  • the controller 14 stores in advance a map that defines the relationship between the yaw moment command value and the rotation speed of the hydraulic pump 21, and is set in step S26 by referring to this map.
  • the hydraulic pump 21 is operated at the rotational speed corresponding to the target yaw moment (for example, by increasing the power supplied to the hydraulic pump 21 to the rotational speed corresponding to the braking force command value, the rotational speed of the hydraulic pump 21 is increased.
  • the controller 14 stores in advance a map that defines the relationship between the yaw moment command value and the opening degree of the valve unit 22. By referring to this map, the opening degree corresponding to the target yaw moment can be determined.
  • the valve unit 22 is individually controlled so that the opening of the solenoid valve is increased to the opening corresponding to the braking force command value by increasing the power supplied to the solenoid valve, for example. Adjust the power. After the above step S27, the controller 14 ends the vehicle motion control process.
  • FIGS. 13 and 14 are examples of time charts showing temporal changes of various parameters when the vehicle motion control according to the second embodiment is executed when the steering wheel 11 is turned.
  • a graph G31 shows the steering angle (deg)
  • a graph G32 shows the steering angular velocity (deg / s)
  • a graph G33 shows the steering angular acceleration (deg / s 2 ).
  • a graph G34 shows the second yaw moment (Nm) set based on the steering angular velocity in the graph G32
  • a graph G35 shows the first yaw moment set based on the steering angular acceleration in the graph G33.
  • the graph G36 indicates the target yaw moment (Nm) according to the second embodiment set based on the second yaw moment and the first yaw moment of the graphs G34 and G35.
  • a graph G37 shows the lateral acceleration (g) generated in the vehicle 1 when the target yaw moment of the graph G36 is applied, that is, when the vehicle motion control according to the second embodiment is performed.
  • the generated lateral acceleration is shown, and the graph G38 shows the lateral acceleration generated when the vehicle motion control according to the second embodiment is not performed.
  • FIG. 14 shows a diagram in which the period (0 to 0.4 seconds) indicated by the symbol A2 in FIG. 13 is extracted and only this period is expanded (mainly expanded in the horizontal direction).
  • a graph G41 indicates a steering angle (deg) expressed by enlarging the graph G31
  • a graph G42 indicates a steering angular velocity (deg / s) expressed by expanding the graph G32.
  • the graph G43 shows the steering angular acceleration (deg / s 2 ) expressed by enlarging the graph G33.
  • a graph G44 shows the second yaw moment (Nm) expressed by enlarging the graph G34, and a graph G45 shows the first yaw moment (Nm) expressed by enlarging the graph G35.
  • Graph G46 shows the target yaw moment (Nm) that is an enlarged view of graph G36.
  • a graph G47 shows the lateral acceleration (g) expressed by enlarging the graph G37
  • a graph G48 shows the lateral acceleration (g) expressed by enlarging the graph G38.
  • the controller 14 sets the first yaw moment according to the increase in the steering angular acceleration, as shown in the graph G45. Specifically, the controller 14 sets a first yaw moment having a relatively large value on the side of the steering wheel 11 in the switchback direction.
  • the controller 14 sets the second yaw moment to almost zero as shown in the graph G44.
  • the first yaw moment is set as the target yaw moment as it is (graph G46).
  • the second embodiment as shown in the graph G47, the rapid rise of the lateral acceleration immediately after the start of the cutting operation is suppressed.
  • the lateral acceleration (graph G47) when the vehicle motion control according to the second embodiment is performed performs the vehicle motion control according to the second embodiment. It becomes smaller than the lateral acceleration (graph G48) when there is not.
  • the controller 14 increases the second yaw moment as the steering angular velocity increases as shown in the graph G44.
  • the controller 14 decreases the first yaw moment (absolute value) as the steering angular acceleration decreases, more specifically, brings the first yaw moment closer to zero. Due to such first and second yaw moments, when a certain amount of time has elapsed from the start of the cutting operation, the target yaw moment increases in accordance with the second yaw moment (graph G46). As a result, as indicated by a broken line region R42 in FIG.
  • the lateral acceleration (graph G47) when the vehicle motion control according to the second embodiment is performed performs the vehicle motion control according to the second embodiment. It becomes larger than the lateral acceleration (graph G48) in the absence. Therefore, the lateral acceleration response according to the driver's steering is ensured. In this case, the responsiveness of the yaw rate according to the driver's steering is also ensured.
  • the first yaw moment is set based on the steering angular acceleration, and this first yaw moment is applied to the target yaw moment.
  • the yaw moment to be applied to the opposite direction (return side) to the opposite direction can be increased on the basis of the steering angular acceleration, so that the rapid rise of the lateral acceleration immediately after the start of the cutting operation can be appropriately suppressed.
  • the unstable steering resulting from the change of the lateral acceleration at the time of the cutting operation of the steering wheel 11 can be suppressed.
  • the second yaw moment is set based on the steering angular velocity and this second yaw moment is applied to the target yaw moment, the direction side corresponding to the turning operation of the steering wheel 11 (the cutting)
  • the responsiveness of the vehicle 1 to the driver's cutting operation can be ensured by increasing the yaw moment applied to the side) based on the steering angular velocity.
  • the vehicle motion control according to the second embodiment described above is not limited to being performed on both the cut side and the cut back side, and the vehicle motion control may be performed only on the cut side.
  • the steering angular acceleration becomes less than 0 (that is, the value on the switching back side).
  • Such a steering angular acceleration on the return side may not be used for vehicle motion control.
  • the first yaw moment may be set to 0. The same applies to the steering angular velocity.
  • the target yaw moment is set based on the steering angular acceleration and the steering angular velocity
  • the braking force applied to the vehicle 1 is controlled so as to realize the target yaw moment.
  • the braking force may be controlled by directly setting the braking force to be applied to the vehicle 1 based on the steering angular acceleration and the steering angular velocity without setting the target yaw moment.
  • the braking force to be applied to the turning outer wheel of the vehicle 1 may be set based on the steering angular acceleration
  • the braking force to be applied to the turning inner wheel of the vehicle 1 may be set based on the steering angular velocity.
  • a yaw moment in the direction opposite to the turning direction corresponding to the turning operation may be added, and the vehicle 1 based on the steering angular velocity.
  • a braking force to the inner turning wheel By applying a braking force to the inner turning wheel, a yaw moment in the turning direction corresponding to the cutting operation may be added.
  • FIG. 15 is a map of braking force according to a modification of the second embodiment of the present invention.
  • the solid line in FIG. 15A shows a map that defines the turning outer wheel side braking force (vertical axis) to be set according to the steering angular acceleration (horizontal axis), that is, the braking force to be applied to the turning outer wheel of the vehicle 1. Show.
  • This map shows that when the steering angular acceleration is equal to or greater than a predetermined value (when the steering angular acceleration is less than the predetermined value, the turning outer wheel side braking force is 0), the larger the steering angular acceleration is, the larger the turning angular wheel side braking force (absolute value) is. It is defined to be larger.
  • the controller 14 corrects the turning outer wheel side braking force according to the steering angular acceleration in this way based on the distance between the driver's seat position and the vehicle center of gravity position. Specifically, when the distance between the driver's seat position and the vehicle center of gravity position is large, the controller 14 performs correction to increase the braking outer wheel side braking force (absolute value) (see the broken line in FIG. 15A). ).
  • the controller 14 performs a correction to reduce the turning outer wheel side braking force (absolute value) (see the one-dot chain line in FIG. 15A).
  • the solid line in FIG. 15B is a map that defines the turning inner wheel side braking force (vertical axis) to be set according to the steering angular velocity (horizontal axis), that is, the braking force to be applied to the turning inner wheel of the vehicle 1.
  • This map shows that when the steering angular velocity is greater than or equal to a predetermined value (the steering inner wheel side braking force is 0 when the steering angular velocity is less than the predetermined value), the turning inner wheel side braking force (absolute value) increases as the steering angular velocity increases. It is stipulated in. By doing so, the responsiveness of the vehicle 1 to the driver's cutting operation (responsiveness of yaw rate or lateral acceleration during turning) is ensured.
  • the controller 14 corrects the turning inner wheel side braking force according to the steering angular velocity based on the distance between the driver's seat position and the vehicle gravity center position. Specifically, when the distance between the driver's seat position and the vehicle center of gravity position is large, the controller 14 performs correction to reduce the turning inner wheel side braking force (absolute value) (see the broken line in FIG. 15B). ). On the other hand, when the distance between the driver's seat position and the vehicle center of gravity position is small, the controller 14 performs correction to increase the turning inner wheel side braking force (absolute value) (see the dashed line in FIG. 15B). .
  • the braking force is applied to the vehicle 1 by the brake device 19.
  • the target yaw moment may be realized by applying a braking force to the vehicle 1 by regenerative power generation of the motor generator 4 while applying the braking force by the brake device 19.
  • the braking force applied to each wheel may be changed by regenerative power generation of the motor generator 4.
  • the target yaw moment is realized by controlling the braking force applied to the vehicle 1.
  • the braking force is used instead of controlling the braking force. While controlling, you may implement
  • the target yaw moment may be realized by changing the driving force applied to the left and right wheels.
  • the target yaw moment may be realized by applying a driving force to one of the left and right wheels and applying a braking force to the other of the left and right wheels.
  • a braking force may be applied to the turning outer wheel while a driving force may be applied to the turning inner wheel.
  • a driving force may be applied to the turning outer wheel while a braking force may be applied to the turning inner wheel.
  • the second embodiment described above may be implemented in combination with the first embodiment. That is, in order to control the lateral acceleration of the vehicle 1 based on the steering angular acceleration and the steering angular velocity, the control of the steering device 6 for changing the wheel angle and the control of the yaw moment applied to the vehicle 1 (the control applied to the vehicle 1). Both power and / or driving force control) may be implemented.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

Ce dispositif de commande de véhicule comprend un volant de direction (11) actionné afin de faire tourner un véhicule (1) et un capteur d'angle de direction (8) qui détecte l'angle de direction du volant de direction (11). Le dispositif de commande de véhicule présente un dispositif de direction (6) qui incline les roues avant (roues directrices) (2) du véhicule (1) en fonction de l'actionnement du volant de direction (11) et un dispositif de commande (14) qui définit l'accélération de l'angle de direction sur la base de l'angle de direction détecté par le capteur d'angle de direction (8) et commande un mouvement de véhicule lorsque le volant de direction (11) est actionné en étant éloigné du centre. En particulier, le dispositif de commande (14) réduit au minimum toute augmentation de l'accélération latérale du véhicule (1) sur la base de l'accélération de l'angle de direction afin de commander un mouvement de véhicule.
PCT/JP2019/006071 2018-02-19 2019-02-19 Dispositif de commande de véhicule WO2019160159A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE112019000860.9T DE112019000860T5 (de) 2018-02-19 2019-02-19 Steuerapparat eines Fahrzeugs
CN201980013194.XA CN111712413B (zh) 2018-02-19 2019-02-19 车辆的控制装置
US16/969,930 US11667275B2 (en) 2018-02-19 2019-02-19 Control apparatus of vehicle

Applications Claiming Priority (4)

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JP2018026781 2018-02-19
JP2018-026781 2018-02-19
JP2018-123295 2018-06-28
JP2018123295A JP7194376B2 (ja) 2018-02-19 2018-06-28 車両の制御装置

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007127101A (ja) * 2005-11-07 2007-05-24 Nissan Motor Co Ltd 車両用減速制御装置
JP2008126916A (ja) * 2006-11-24 2008-06-05 Honda Motor Co Ltd 車両の運動制御装置
JP2014036532A (ja) * 2012-08-10 2014-02-24 Toyota Motor Corp 車両用駆動力制御装置
JP2014084026A (ja) * 2012-10-25 2014-05-12 Denso Corp 減速制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007127101A (ja) * 2005-11-07 2007-05-24 Nissan Motor Co Ltd 車両用減速制御装置
JP2008126916A (ja) * 2006-11-24 2008-06-05 Honda Motor Co Ltd 車両の運動制御装置
JP2014036532A (ja) * 2012-08-10 2014-02-24 Toyota Motor Corp 車両用駆動力制御装置
JP2014084026A (ja) * 2012-10-25 2014-05-12 Denso Corp 減速制御装置

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