WO2022264932A1 - Dispositif de commande de mouvement de véhicule, système de commande de mouvement de véhicule, et véhicule - Google Patents

Dispositif de commande de mouvement de véhicule, système de commande de mouvement de véhicule, et véhicule Download PDF

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Publication number
WO2022264932A1
WO2022264932A1 PCT/JP2022/023425 JP2022023425W WO2022264932A1 WO 2022264932 A1 WO2022264932 A1 WO 2022264932A1 JP 2022023425 W JP2022023425 W JP 2022023425W WO 2022264932 A1 WO2022264932 A1 WO 2022264932A1
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Prior art keywords
vehicle
roll moment
roll
coefficient
motion control
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PCT/JP2022/023425
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English (en)
Japanese (ja)
Inventor
淳一 平田
勇大 中野
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Ntn株式会社
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Priority to CN202280042388.4A priority Critical patent/CN117480080A/zh
Publication of WO2022264932A1 publication Critical patent/WO2022264932A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • 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
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension 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
    • B60W30/045—Improving turning performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/112—Roll movement

Definitions

  • the present invention relates to a vehicle motion control device, a vehicle motion control system, and a vehicle that control rolling motion of a vehicle during turning.
  • Patent Documents 1 and 2 disclose techniques for improving ride comfort and drivability of a vehicle by controlling the roll of the vehicle during turning.
  • Patent document 1 is a technique for controlling a roll angle caused by lateral acceleration or a pitch angle caused by longitudinal acceleration by changing the damping force of a damper of a suspension. By changing the damping force of the damper based on the differential value of lateral acceleration or the differential value of longitudinal acceleration, the responsiveness of roll angle control or pitch angle control is enhanced.
  • Patent document 2 is a technique for controlling the roll angle in a vehicle equipped with an active stabilizer and a damper capable of changing damping force.
  • the timing at which the vehicle yaw rate occurs after the driver operates the steering wheel and the timing at which lateral acceleration occurs changes depending on the vehicle speed. For example, when the vehicle is traveling at low speed, the yaw rate is generated with a slight delay after the lateral acceleration is generated in response to the driver's steering operation. The roll occurs later than the yaw rate because the moment of inertia of the spring and the damping force of the suspension delay the occurrence of the lateral acceleration. When the vehicle is traveling at high speed, lateral acceleration occurs with a delay after the yaw rate occurs in the vehicle in response to the driver's steering operation. The roll occurs later than the lateral acceleration due to the moment of inertia of the spring and the damping force of the suspension.
  • Patent Documents 1 and 2 control the amount of roll generated and the time difference until the roll occurs with respect to the lateral acceleration that occurs in the vehicle when turning. depends. That is, yaw motion and roll motion, which are rotational motions of the vehicle, occur at different timings. Since the driver perceives yaw and roll as separate motions, he cannot get a sense of unity in the motion of the vehicle.
  • An object of the present invention is to provide a vehicle motion control device, a vehicle motion control system, and a vehicle that allow the driver to feel a sense of unity with the motion of the vehicle when the vehicle is turning.
  • the vehicle motion control device of the present invention is a vehicle motion control device 17, 17A mounted on a vehicle 1 having actuators 3, 7 for generating a roll moment, a roll moment calculator 22 for calculating roll moment command values for controlling the actuators 3 and 7; an actuator control means 24 for controlling the actuators 3 and 7 according to the roll moment command value calculated by the roll moment calculator 22;
  • the roll moment command value calculated by the roll moment calculator 22 is obtained from at least the roll moment first component, which is a roll moment calculated from the product of the side slip angular velocity of the vehicle and the vehicle speed, and the product of the yaw rate of the vehicle and the vehicle speed. and a roll moment second component, which is the calculated roll moment.
  • yaw rate is synonymous with “yaw motion”
  • roll angle is synonymous with “roll motion”.
  • the roll moment command value includes the roll moment first component calculated from the product of the side slip angular velocity of the vehicle and the vehicle speed
  • the roll moment generated by the lateral acceleration of the vehicle during turning can be canceled.
  • the roll motion of the vehicle can be linked to the yaw motion.
  • the roll moment command value includes the roll moment second component calculated from the product of the yaw rate of the vehicle and the vehicle speed
  • the magnitude of the roll motion of the vehicle can be freely changed. In this way, by freely changing the magnitude of the roll motion of the vehicle and linking the roll motion of the vehicle with the yaw motion, the driver can get a sense of unity with the motion of the vehicle when the vehicle is turning. .
  • the roll moment calculator 22 includes a coefficient setting unit 22a for setting the value of the coefficient A1 used for calculating the second roll moment component. can be made smaller. In this case, it is possible to suppress an increase in the roll angle that occurs with an increase in vehicle speed when the roll moment first component is generated as a roll moment.
  • the coefficient setting unit 22a may set the coefficient A1 to a negative value when the vehicle speed is higher than the threshold value.
  • the threshold value is a value arbitrarily determined by design or the like, and is determined, for example, by finding an appropriate value through either one or both of tests and simulations. According to this configuration, when the vehicle speed is high, the roll angle of the vehicle can be made approximately the same regardless of whether the control by the vehicle motion control device is performed, that is, when the roll moment is generated and when it is not generated. It is possible to reduce the feeling of discomfort.
  • the coefficient setting unit 22a may set the coefficient A1 to a value equal to or greater than zero when the vehicle speed is equal to or less than the threshold. In this case, when the vehicle speed is low, the roll angle of the vehicle can be made approximately the same whether or not the vehicle motion control device is used, that is, when the roll moment is generated and when it is not generated. can be made smaller.
  • the roll moment command value calculated by the roll moment calculator 22 may include a roll moment third component which is a roll moment calculated from the product of the differential value of the yaw rate of the vehicle and the vehicle speed.
  • the roll moment command value can be set to a value that compensates for the delay caused by damping of the suspension or the like. Therefore, the roll angle delay caused by the suspension is reduced, so that the driver can feel a greater sense of unity with the movement of the vehicle.
  • the roll moment computing unit 22 includes a coefficient setting unit 22a for setting the values of the coefficient A1 used for calculation of the second roll moment component and the coefficient A2 used for calculation of the third roll moment component.
  • the unit 22a may increase or decrease the coefficient A2 in conjunction with the increase or decrease of the coefficient A1. In this case, by appropriately compensating for the delay in the roll angle due to the suspension in accordance with the increase or decrease in the roll angle due to the roll moment second component, the driver can get a sense of unity with the movement of the vehicle.
  • the coefficient setting unit 22a may reduce the coefficient A1 and the coefficient A2 as the vehicle speed increases. In this case, when the roll moment first component is generated as a roll moment, it is possible to suppress an increase in the roll angle that occurs with an increase in vehicle speed, and to appropriately reduce the roll angle delay caused by the suspension.
  • a vehicle motion control system of the present invention includes any one of the vehicle motion control devices 17, 17A of the present invention and the actuators 3, 7 described above. In this case, the above-described effects of the vehicle motion control system of the present invention can be obtained.
  • a vehicle of the present invention is equipped with any one of the vehicle motion control devices of the present invention.
  • the above-described effects of the vehicle motion control system of the present invention can be obtained.
  • the cost can be reduced compared to adding a new actuator to the vehicle. Therefore, the versatility of the vehicle motion control device can be enhanced.
  • FIG. 1 is a block diagram showing a conceptual configuration of a vehicle equipped with a vehicle motion control device according to a first embodiment of the invention
  • FIG. 2 is a block diagram of the vehicle motion control device
  • FIG. 4 is a diagram showing changes in values when the vehicle motion control device is not operating
  • FIG. 1 is a block diagram showing a conceptual configuration of a vehicle equipped with a vehicle motion control device according to a first embodiment of the invention
  • FIG. 2 is a block diagram of the vehicle motion control device
  • FIG. 4 is a diagram showing changes in values when the vehicle motion control device is not operating
  • FIG. 5 is a diagram showing the relationship between the coefficient of the roll moment second component and the control gain of the vehicle motion control device; 4 is a diagram showing changes in each value when a roll moment command value including roll moment first and second components is generated in the same vehicle motion control device; FIG. 4 is a diagram showing the relationship between control gains and coefficients of the vehicle motion control system; FIG. FIG. 5 is a diagram showing changes in each value when a roll moment command value including roll moment first, second, and third components is generated in the same vehicle motion control device; FIG. 4 is a diagram showing the relationship between vehicle speed and control gain; FIG. 4 is a diagram showing the relationship between vehicle speed and sideslip angle; FIG.
  • FIG. 9 is a diagram showing a graph converted into a relationship between vehicle speed and each coefficient using the function of vehicle speed and control gain shown in FIG. 8 ;
  • FIG. 4 is an operation explanatory view showing vertical forces generated in the vehicle as viewed from the front of the vehicle;
  • FIG. 5 is an operation explanatory view showing vertical forces generated in the vehicle as seen from the rear of the vehicle;
  • FIG. 4 is an operation explanatory diagram showing a vertical force generated in the vehicle as viewed from the side of the vehicle;
  • FIG. 3 is a block diagram showing the conceptual configuration of a vehicle provided with a vehicle motion control device according to a second embodiment of the invention;
  • FIG. 2 is a block diagram of the vehicle motion control device;
  • FIG. FIG. 3 is a diagram conceptually showing the relationship between the vertical force and the longitudinal force generated in the vehicle;
  • the vehicle 1 of this embodiment includes shock absorbers 7, which will be described later, on four wheels, which are the left and right front and rear wheels, as actuators capable of generating a roll moment.
  • the vehicle 1 includes a vehicle body 1A and front and rear suspension devices 4 that respectively support wheels 2 serving as left and right front wheels 2f and wheels 2 serving as left and right rear wheels 2r.
  • the front and rear suspension devices 4 have upper and lower suspension arms 4 a and shock absorbers 7 .
  • Each wheel 2 is supported by a knuckle 25 via a wheel bearing.
  • the knuckle 25 is supported by the vehicle body 1A via the upper and lower suspension arms 4a and the like.
  • the upper and lower suspension arms 4a are swingably supported at supporting points on the vehicle body side, and the wheel 2 strokes up and down according to the swinging of the upper and lower suspension arms 4a.
  • a shock absorber 7 including a spring and a damper is provided between the lower suspension arm 4a and the vehicle body 1A.
  • the vehicle body 1A is elastically supported by the shock absorber 7 so as to be vertically movable, and the vertical stroke of the vehicle body 1A is damped.
  • an active suspension is applied that can arbitrarily generate a vertical force by a driving source such as hydraulic pressure, pneumatic pressure, or an electric motor while the vehicle 1 is running.
  • the suspension arms 4a of the left and right front wheels 2f are connected to each other by a stabilizer member Sb such as a torsion bar.
  • the suspension arms 4a of the left and right rear wheels 2r are also connected to each other by stabilizer members Sb.
  • the vehicle 1 is provided with a vehicle speed sensor 13, a steering angle sensor 14, a yaw rate sensor 15, and an acceleration sensor 16 as sensors.
  • a vehicle speed sensor 13 detects a vehicle speed
  • a steering angle sensor 14 detects a steering angle
  • a yaw rate sensor 15 detects a yaw rate.
  • the acceleration sensor 16 detects acceleration in the longitudinal and lateral directions of the vehicle 1 .
  • the vehicle 1 is provided with a main ECU that controls the basic operations of the vehicle 1, a vehicle motion control device 17 that controls roll motion, and a suspension control device 18 that controls the shock absorber 7.
  • the main ECU is also called a VCU (Vehicle Control Unit) and consists of a computer and the like.
  • the vehicle speed, steering angle, actual yaw rate, and actual lateral acceleration output by the vehicle speed sensor 13 , steering angle sensor 14 , yaw rate sensor 15 , and acceleration sensor 16 are input to the vehicle motion control device 17 .
  • each sensor output may be input to the vehicle motion control device 17 via the ECU.
  • a vehicle motion control system 20 is configured by the vehicle motion control device 17 and the shock absorber 7 .
  • FIG. 2 conceptually shows a block diagram of the vehicle motion control device 17 .
  • the vehicle motion control device 17 has a sideslip angular velocity estimator 21 , a roll moment calculator 22 and actuator control means 24 .
  • the side-slip angular velocity estimator 21 estimates the side-slip angular velocity according to a defined rule using each input value, and outputs the estimated side-slip angular velocity to the roll moment calculator 22 .
  • the sideslip angular velocity is estimated using a vehicle model using a linear model or a nonlinear tire model, as described below.
  • the roll moment calculator 22 calculates a roll moment command value for controlling the shock absorber 7 (FIG. 1) according to a defined rule so that the roll motion and yaw motion of the vehicle during turning are interlocked. Specifically, the roll moment calculator 22 calculates the roll moment by formula (8) or formula (15), which will be described later, using the sideslip angular velocity estimated value, the vehicle speed, and the actual yaw rate. Output to means 24 .
  • the actuator control means 24 causes the suspension device 4 (FIG. 1) provided in the vehicle to generate a roll moment according to the roll moment command value.
  • a method of estimating the sideslip angular velocity ⁇ from the steering angle ⁇ using a vehicle model is as follows. .
  • the steering angle .delta. Angular information can be used.
  • the following two-wheel model can be used as a method of estimating the sideslip angular velocity ⁇ from the yaw rate r.
  • the basic equations of the two-wheel model describing only the lateral translational motion of the vehicle and the rotational motion about the vertical axis are shown below.
  • the x-axis is the longitudinal direction of the vehicle and the forward direction is positive
  • the y-axis is the horizontal direction and the left direction is positive
  • the z-axis is the vertical direction and the upward direction is positive.
  • Formula (1) shows the relationship between the sideslip angular velocity ⁇ " ⁇ " of the vehicle during turning and the yaw rate r. Assuming that the lateral acceleration of the vehicle in the two-wheel model is ay, the relationship between the sideslip angular velocity ⁇ " ⁇ ", the yaw rate r, and the lateral acceleration ay is obtained from the formula (1) as the formula (3).
  • the sideslip angular velocity ⁇ " ⁇ " can be calculated from the lateral acceleration ay measured by the in-vehicle acceleration sensor 16 and the yaw rate r.
  • an error occurs in the estimated sideslip angular velocity ⁇ ( ⁇ ).
  • the above equation (3A) uses a linear tire model, the error becomes large under the condition that the tire lateral force is saturated. In addition, the error also becomes large when longitudinal acceleration is involved.
  • a method of estimating the sideslip angular velocity ⁇ using a nonlinear tire model is applied. This estimation method uses a nonlinear tire model represented by the following equation.
  • T is a subscript indicating the front wheel (f) or rear wheel (r)
  • KT is the cornering power of the tire
  • ⁇ T is the side slip angle at the front or rear wheel position
  • ⁇ is the road surface friction coefficient
  • WT is the vertical load of the tire
  • XT is the longitudinal force of the tire.
  • the yaw rate r in Equation (51) is the actual yaw rate that is the measured value of the yaw rate sensor 15 mounted on the vehicle.
  • the non-linear tire model of equation (50) takes into account the saturation of the tire lateral force YT and the normal loading of the tire, thus improving the accuracy of the tire lateral force YT estimate. Therefore, by using the equation (51), the sideslip angular velocity ⁇ " ⁇ " can be accurately estimated from the yaw rate r measured by the yaw rate sensor 15 mounted on the vehicle.
  • the roll moment calculator 22 includes a coefficient setting section 22a and a roll moment calculation section 22b.
  • the coefficient setting unit 22a sets and outputs coefficients A 1 , A 2 , and A 3 used when calculating the roll moment command value based on the vehicle speed.
  • the roll moment calculation unit 22b uses the coefficient output by the coefficient setting unit 22a to calculate a roll moment command value based on the vehicle speed and the sideslip angular velocity estimated value output by the sideslip angular velocity estimator 21, and outputs the roll moment command value to the actuator control means 24. do.
  • the relational expression (3) between the sideslip angular velocity ⁇ " ⁇ " and the yaw rate r indicates that the lateral acceleration ay of the vehicle is expressed by two factors: the lateral acceleration derived from the sideslip angular velocity ⁇ " ⁇ " of the vehicle and the lateral acceleration derived from the yaw rate r. It shows that it consists of lateral acceleration.
  • the vehicle sideslip angular velocity ⁇ " ⁇ ” becomes zero, but in a transient state of turning, the lateral acceleration ay changes by the lateral acceleration V ⁇ " ⁇ " generated at the vehicle sideslip angular velocity ⁇ " ⁇ ". ing.
  • FIG. 3 shows changes in each value when a single lane change is performed, in which the lane is changed once from the current lane to another lane while the vehicle is traveling at high speed.
  • the graph of FIG. 3 shows changes in each value when the vehicle motion control system of the present invention is not operated (the vehicle is not controlled to generate a roll moment).
  • the lateral acceleration shown by the solid line is the lateral acceleration derived from the sideslip angular velocity ⁇ (.) shown by the dashed line and the lateral acceleration derived from the yaw rate r shown by the dotted line.
  • the lateral acceleration ay is delayed in phase with respect to the yaw rate r by the lateral acceleration derived from the side slip angular velocity ⁇ of the vehicle, and further changes in magnitude.
  • the two-wheel model is expanded by assuming that the vehicle roll angle ⁇ is caused by the lateral acceleration ay acting on the center of gravity of the vehicle.
  • hs is the distance between the center of gravity of the vehicle and the roll axis
  • K ⁇ is the roll stiffness
  • C ⁇ is the roll damping coefficient
  • I ⁇ is the roll moment of inertia
  • s is the Laplacian operator.
  • Equation (4) indicates that the roll angle ⁇ occurs with a delay with respect to the lateral acceleration ay due to the damping characteristics of the suspension and the roll moment of inertia of the vehicle.
  • the situation is shown in FIG.
  • the generation of the lateral acceleration ay with respect to the steering during high-speed running lags behind the generation of the yaw rate r due to the influence of the sideslip angular velocity ⁇ ( ⁇ ).
  • the generation of the roll angle ⁇ is further delayed.
  • the delay of the roll motion with respect to the yaw motion increases as the vehicle speed increases.
  • the roll moment command value calculated by the roll moment calculator 22 in FIG. 2 is calculated from at least the roll moment first component, which is the roll moment calculated from the product of the side slip angular velocity of the vehicle and the vehicle speed, and the product of the yaw rate of the vehicle and the vehicle speed. and a roll moment second component, which is the roll moment applied.
  • the first roll moment component M ⁇ 1 which is the first term on the right side of equation (8), is a term that cancels the roll moment acting on the vehicle by the product V ⁇ ( ⁇ ) of the vehicle sideslip angular velocity ⁇ ( ⁇ ) and the vehicle speed V. . Since the first roll moment component M ⁇ 1 does not include the control gain ⁇ , the coefficient of V ⁇ " ⁇ " does not change with the control gain ⁇ and remains constant.
  • the second roll moment component M ⁇ 2 which is the second term on the right side of equation (8), is used to multiply the magnitude of the roll motion linked to the yaw motion (yaw rate r) of the vehicle by the action of the first term on the right side. is the required roll moment. Therefore, the second roll moment component M ⁇ 2 is obtained by multiplying the roll moment acting on the vehicle by ⁇ by the product Vr of the yaw rate r of the vehicle and the vehicle speed V, and the yaw motion (yaw rate r) during turning regardless of the operation of the actuator. is the difference from the roll moment acting on the vehicle.
  • FIG. 4 shows the relationship between the coefficient A1 of the second roll moment component M ⁇ 2 and the control gain ⁇ . The coefficient A1 becomes negative when the control gain ⁇ is smaller than one , becomes positive when the control gain ⁇ is larger than one, and becomes zero when the control gain ⁇ is one.
  • FIG. 5 shows an example in which the roll moment of formula (8) is generated in the single lane change example of FIG.
  • the roll moment command value M ⁇ when the control gain ⁇ is less than 1 is indicated by the dashed line
  • the roll moment command value M ⁇ when the control gain ⁇ is 1 is indicated by the solid line
  • the control gain ⁇ is greater than 1.
  • the dashed line indicates the roll moment command value M ⁇ at this time.
  • the second roll moment component M ⁇ 2 changes according to the control gain ⁇ as shown in FIG. M ⁇ changes with the control gain ⁇ .
  • the magnitude of the roll motion can be freely changed, and since the roll motion is interlocked with the yaw motion, the roll angle can be changed. Since the occurrence is earlier (the phase of the roll motion advances: see the last line in FIG. 5), the driver can get a sense of unity with the motion of the vehicle.
  • Equation (11) s is the Laplace operator.
  • Equation (12) the third term on the right side of Equation (12) is assumed to be the third roll moment component M ⁇ 3 , and the first roll moment component M ⁇ 1 of Equation (9) and the second roll moment component M ⁇ 2 of Equation (10) are used. Rewriting the equation (12) with the equation (15).
  • the third roll moment component M ⁇ 3 may be set to only the first-order term of the yaw rate r, and the third roll moment component M ⁇ 3 may be expressed by Equation (17).
  • the right side of equation (15) is obtained by adding the third roll moment component M ⁇ 3 of the third term to equation (8).
  • the third roll moment component M ⁇ 3 is a term for reducing (compensating for) the phase delay that occurs between the yaw motion and the roll motion.
  • A2 and A3 which are coefficients of the product of the vehicle speed V, increase or decrease in proportion to the control gain ⁇ .
  • FIG. 6 shows the relationship between the control gain ⁇ and the coefficients A 1 , A 2 and A 3 on the right side of Equation (12). Since the coefficients A 1 , A 2 and A 3 are functions of the control gain ⁇ , the coefficients A 1 , A 2 and A 3 increase or decrease in conjunction with each other by changing the control gain ⁇ .
  • FIG. 7 shows an example in which the roll moment of formula (15) is generated in the single lane change example of FIG.
  • the dashed line represents the roll moment command value M ⁇ when the control gain ⁇ is less than 1
  • the solid line represents the roll moment command value M ⁇ when the control gain ⁇ is 1
  • the value M ⁇ is indicated by a dashed line.
  • the roll moment command value M ⁇ which is the total value of M ⁇ 1 , M ⁇ 2 and M ⁇ 3 , changes depending on the control gain ⁇ .
  • the coefficient setting section 22a includes a control gain setting section 22aa, and the control gain setting section 22aa sets the control gain ⁇ based on the vehicle speed.
  • the control gain setting unit 22aa sets the control gain ⁇ from the vehicle speed V using, for example, one of the functions f 1 (V), f 2 (V), f 3 (V), and f 4 (V) shown in FIG. set.
  • f 1 (V) is a function in which the control gain ⁇ is always greater than 1 with respect to the vehicle speed V.
  • f 2 (V) For f 2 (V), the control gain ⁇ becomes greater than 1 when the vehicle speed V is less than the threshold value V1, the control gain ⁇ becomes 1 when the vehicle speed V is the threshold value V1, and when the vehicle speed V is greater than the threshold value V1. It is a function that makes the control gain ⁇ smaller than one.
  • f 3 (V) is a function in which the control gain ⁇ is always smaller than 1 with respect to the vehicle speed V and has a positive value.
  • f 4 (V) is a function in which the control gain ⁇ with respect to the vehicle speed V is always negative. When the control gain ⁇ is negative, the roll angle (roll motion) of the vehicle during turning is directed inward, which is opposite to the roll motion that normally occurs.
  • f 1 (V), f 2 (V), f 3 (V), and f 4 (V) are functions in which the control gain ⁇ decreases as the vehicle speed V increases. This is because the vehicle speed V changes the relationship between the turning direction and the side slip angle ⁇ produced in the vehicle.
  • FIG. 9 shows the relationship between the vehicle speed V and the sideslip angle ⁇ when the vehicle turns left with a constant radius. When the vehicle speed V is less than V0, the sideslip angle ⁇ becomes positive, when the vehicle speed V is V0 , the sideslip angle ⁇ becomes zero , and when the vehicle speed V exceeds V0, the sideslip angle ⁇ becomes negative. Therefore, the signs of the sideslip angular velocity ⁇ " ⁇ " are also reversed at the vehicle speed V0 .
  • the sideslip angle ⁇ increases and the sideslip angular velocity ⁇ becomes positive when the vehicle speed V is less than V0 , but when the vehicle speed V is greater than V0
  • the sideslip angle ⁇ decreases and the sideslip angular velocity ⁇ " ⁇ " becomes negative.
  • the first roll moment component M ⁇ 1 of the roll moment generated by the actuator in Equation (9) becomes negative when the vehicle speed V is less than V0, becomes zero when the vehicle speed V is V0, and becomes zero when the vehicle speed V is less than V0 . Positive when larger. Since the roll moment generated by the lateral acceleration ay when turning to the left is positive, if the actuator generates the first roll moment component M ⁇ 1 to the vehicle when the driver turns the steering wheel further, the roll force acting on the vehicle will be The moment will decrease when the vehicle speed V is less than V0 , will not change when the vehicle speed V is V0 , and will increase when the vehicle speed V is greater than V0 .
  • the actuator generates the first roll moment component M ⁇ 1 , so that the roll angle decreases when the vehicle speed V is less than V0 , the roll angle does not change when the vehicle speed V is V0 , and the vehicle speed V increases to V0 .
  • the roll angle will increase.
  • the same steering e.g., sine steering with the same amplitude and frequency
  • the magnitude of roll motion roll The control gain ⁇ may be set with respect to the vehicle speed V so that the maximum value of the angle) is approximately the same.
  • the threshold value V1 is approximately equal to the vehicle speed V0 at which the sideslip angle ⁇ becomes zero when the vehicle shown in FIG. 9 turns at a constant radius.
  • the control gain ⁇ is set to a value smaller than 1
  • the control gain ⁇ is set to 1 or less.
  • the magnitude of the roll motion (maximum value of the roll angle) generated in the vehicle becomes approximately the same when the vehicle motion control device 17 (FIG. 2) generates a roll moment in the actuator and when it does not. It is possible to suppress discomfort due to control.
  • the magnitude of the roll motion increases due to the first roll moment component M ⁇ 1 . , it is possible to prevent the vehicle attitude from becoming unstable due to an increase in roll motion due to control.
  • control gain ⁇ and coefficients A 1 , A 2 and A 3 shown in FIG. 6 is calculated using the functions of the vehicle speed V and control gain ⁇ shown in FIG.
  • FIG. 10 shows the graph converted into the relationship of 3 .
  • the function g1(V) in the graph of the vehicle speed V and the coefficient A1 in FIG. 10 corresponds to the coefficient A1 (FIG. 6 ) when the control gain ⁇ is set from the vehicle speed V at f1(V) in FIG. is a function.
  • Functions g 2 ( V), g 3 ( V), and g 4 ( V) in FIG. This corresponds to the coefficient A1 when the control gain ⁇ is set in 8 ). If the control gain ⁇ is set using the function f 2 (V) in FIG. Since the magnitude (maximum value of the roll angle) is approximately the same and discomfort due to control can be suppressed, the function g 2 (V) corresponding to the function f 2 (V) also has the same effect.
  • the coefficient A1 is set to a negative value when the vehicle speed V is greater than the threshold value V1, and the coefficient A Set 1 to a value greater than or equal to zero.
  • the magnitude of the roll motion (maximum value of the roll angle) generated in the vehicle when the vehicle motion control device 17 (FIG. 2) causes the actuator to generate a roll moment and when the actuator does not generate it becomes approximately the same. It is possible to suppress discomfort due to control.
  • the magnitude of the roll motion is increased by the first roll moment component M ⁇ 1 . By setting this, it is possible to prevent the vehicle attitude from becoming unstable due to an increase in roll motion due to the control.
  • the function p 1 (V) in the graph of the vehicle speed V and the coefficient A 2 in FIG. 10 corresponds to the coefficient A 2 (FIG. 6) when the control gain ⁇ is set from the vehicle speed V at f 1 (V) in FIG. is a function.
  • Functions p 2 ( V), p 3 ( V), and p 4 ( V) in FIG. This corresponds to the coefficient A2 when the control gain ⁇ is set in 8).
  • the function q 1 (V) in the graph of the vehicle speed V and the coefficient A 3 in FIG. 10 corresponds to the coefficient A 3 (FIG. 6) when the control gain ⁇ is set from the vehicle speed V at f 1 (V) in FIG. is a function.
  • Functions q 2 ( V), q 3 ( V), and q 4 ( V) in FIG. This corresponds to the coefficient A3 when the control gain ⁇ is set in 8 ). If the relationship between the vehicle speed V and the coefficients A 1 , A 2 and A 3 shown in FIG. 10 is used, the control gain setting unit 22aa of FIG. 2 and A3 can be set.
  • the roll moment calculation section 22 shown in FIG. 2 calculates the roll moment command value M ⁇ using the equation (8) or the equation (15) and outputs it to the actuator control means 24 .
  • Whether the roll moment calculation unit 22 uses either formula (8) or formula (15) to calculate the roll moment command value may be determined in advance using the results of actual vehicle tests or simulations. It may be arranged so that the driver can arbitrarily set it.
  • the actuator control means 24 converts the roll moment command value M ⁇ into the vertical force command shown in FIGS. Convert to value and output.
  • FSi be the vertical force generated on the suspension by the actuator.
  • the vertical force FS i is acted upon by springs and dampers supporting the sprung mass of the vehicle. These springs and dampers are components of each suspension device 4 .
  • the suffix i in the vertical force FS i indicates the suspension position of the four-wheeled vehicle. is a circle. The same applies to the suffix i in the longitudinal force, which will be described later.
  • ds f is the left-right distance between the support points of the spring and damper in the suspension device 4 of the front wheel 2 f
  • ds f is the left-right distance between the support points of the spring and the damper in the suspension device 4 of the rear wheel 2 r .
  • the distance be ds r .
  • Equation (20) The relationship between the roll moment command value M ⁇ and the vertical force command value FS i is given by Equation (20).
  • the suspension control device 18 to which the vertical force command value FSi is input from the actuator control means 24 generates a roll moment by controlling the vertical force of the active suspension using a drive source (not shown).
  • the driving source can be hydraulic, pneumatic, electric motor, or the like.
  • the roll moment command value includes the roll moment first component calculated from the product of the vehicle sideslip angular velocity and the vehicle speed. can do. Thereby, the roll motion of the vehicle can be linked to the yaw motion. Further, since the roll moment command value includes the roll moment second component calculated from the product of the yaw rate of the vehicle and the vehicle speed, the magnitude of the roll motion of the vehicle can be freely changed. In this way, by freely changing the magnitude of the roll motion of the vehicle and linking the roll motion of the vehicle with the yaw motion, the driver can get a sense of unity with the motion of the vehicle when the vehicle is turning. .
  • the roll moment command value calculated by the roll moment calculator 22 includes a roll moment third component which is a roll moment calculated from the product of the differential value of the yaw rate of the vehicle and the vehicle speed
  • the roll moment command value is calculated from the suspension.
  • FIG. 12 shows an example in which four wheels are provided with in-wheel motors 3 and the longitudinal force of the in-wheel motors 3 is used to control roll motion. That is, the vehicle 1 includes in-wheel motors 3 for four wheels as actuators for generating roll moments. In this case, the vehicle motion control device 17A and the in-wheel motor 3 constitute a vehicle motion control system 20A.
  • the embodiment shown in FIG. 12 differs from the first embodiment (FIG. 1) in that an in-wheel motor 3 and a motor control device 19 are provided instead of the active suspension and suspension control device.
  • the motor control device 19 has four inverters 19a that control the in-wheel motors 3, respectively.
  • the inverter 19a has a power circuit section (not shown) that converts DC power of a battery (not shown) into AC power for driving the motor, and a driver circuit section (not shown) that controls this power circuit section.
  • Outputs of the accelerator pedal sensor 11 and the brake pedal sensor 12 are input to the ECU 9, converted into an accelerator command value and a brake command value by the ECU 9, and input to the vehicle motion control device 17A.
  • the vehicle speed output from the vehicle speed sensor 13 is also input to the vehicle motion control device 17 via the ECU 9 .
  • FIG. 13 is a block diagram of the vehicle motion control device 17A. 13 differs from the block diagram of the first embodiment (FIG. 2) in that the output of the actuator control means 24 is the longitudinal force command value and is output to the motor control device 19.
  • FIG. 14A and 14B are diagrams for explaining the action of the vertical force and the longitudinal force acting on the vehicle as viewed from the side of the vehicle. Spc in FIG. 14 is the instantaneous rotation center of the suspension. As shown in FIG. 14, when the suspension link arrangement has a virtual anti-dive angle ⁇ f or anti-squat angle ⁇ r , the vertical force ⁇ FX i tan ⁇ f, FX i tan ⁇ r occurs. This vertical force is used to control roll motion.
  • the motor control device 19 controls the motor torque of the in-wheel motor 3 according to the longitudinal force command value output by the actuator control means 24 .
  • the roll moment satisfying the roll moment command value M ⁇ can be generated by the longitudinal force of the four wheels.
  • the braking force of the friction brake can be used instead of the braking force of the in-wheel motor to generate the roll moment. Also, the anti-dive angle .theta.f and anti-squat angle .theta.r are reduced, but the braking/driving power of the engine or on-board type electric motor can be used. Moreover, you may combine them.
  • an actuator capable of generating a vertical force of the vehicle body such as an active stabilizer that is a variable roll rigidity mechanism, can be used instead of the active suspension of the first embodiment.
  • the active stabilizers are provided for the front wheels and the rear wheels, respectively.
  • Each active stabilizer has left and right stabilizer members made up of torsion bars or the like, and a stabilizer actuator section that rotatably couples the left and right stabilizer members to each other.
  • the stabilizer actuator section is, for example, a rotary actuator having an electric motor as a drive source and a reduction gear for reducing the output of the electric motor, and having an output shaft that rotates at a low speed.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Vehicle Body Suspensions (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un dispositif (17) de commande de mouvement de véhicule qui est installé dans un véhicule ayant un actionneur qui génère un moment de roulis. Le dispositif (17) de commande de mouvement de véhicule comprend : un calculateur de moment de roulis (22) qui calcule une valeur d'instruction de moment de roulis pour commander l'actionneur ; et un moyen de commande d'actionneur (24) qui commande l'actionneur sur la base de la valeur d'instruction de moment de roulis calculée par le calculateur de moment de roulis (22). La valeur d'instruction de moment de roulis calculée par le calculateur de moment de roulis (22) comprend au moins une première composante de moment de roulis, qui est un moment de roulis calculé à partir d'un produit d'une vitesse angulaire de dérapage latéral du véhicule et d'une vitesse de véhicule, et une seconde composante de moment de roulis, qui est un moment de roulis calculé à partir d'un produit d'une vitesse de lacet du véhicule et de la vitesse du véhicule.
PCT/JP2022/023425 2021-06-16 2022-06-10 Dispositif de commande de mouvement de véhicule, système de commande de mouvement de véhicule, et véhicule WO2022264932A1 (fr)

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CN202280042388.4A CN117480080A (zh) 2021-06-16 2022-06-10 车辆运动控制装置、车辆运动控制系统和车辆

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JP2021100360A JP2022191875A (ja) 2021-06-16 2021-06-16 車両運動制御装置、車両運動制御システムおよび車両
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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02109711A (ja) * 1988-10-18 1990-04-23 Nissan Motor Co Ltd 車両用能動型サスペンション
JP2006282064A (ja) * 2005-04-01 2006-10-19 Nissan Motor Co Ltd 車両挙動制御装置
US20210023902A1 (en) * 2018-08-23 2021-01-28 Tenneco Automotive Operating Company Inc. Method of Anti-Roll Moment Distribution
JP2021008197A (ja) * 2019-07-01 2021-01-28 本田技研工業株式会社 車両制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02109711A (ja) * 1988-10-18 1990-04-23 Nissan Motor Co Ltd 車両用能動型サスペンション
JP2006282064A (ja) * 2005-04-01 2006-10-19 Nissan Motor Co Ltd 車両挙動制御装置
US20210023902A1 (en) * 2018-08-23 2021-01-28 Tenneco Automotive Operating Company Inc. Method of Anti-Roll Moment Distribution
JP2021008197A (ja) * 2019-07-01 2021-01-28 本田技研工業株式会社 車両制御装置

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