WO2023189731A1 - 車両の姿勢制御装置 - Google Patents

車両の姿勢制御装置 Download PDF

Info

Publication number
WO2023189731A1
WO2023189731A1 PCT/JP2023/010604 JP2023010604W WO2023189731A1 WO 2023189731 A1 WO2023189731 A1 WO 2023189731A1 JP 2023010604 W JP2023010604 W JP 2023010604W WO 2023189731 A1 WO2023189731 A1 WO 2023189731A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
roll
pitch
moment
wheels
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2023/010604
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
威徳 葉
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Motors Corp
Original Assignee
Mitsubishi Motors Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Motors Corp filed Critical Mitsubishi Motors Corp
Priority to US18/837,910 priority Critical patent/US20250153690A1/en
Priority to JP2024511823A priority patent/JP7712606B2/ja
Publication of WO2023189731A1 publication Critical patent/WO2023189731A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17554—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing stability around the vehicles longitudinal axle, i.e. roll-over prevention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17551—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters

Definitions

  • the present invention relates to a vehicle attitude control technique using a brake device.
  • a method using a four-wheel active suspension system is known as a technique for stabilizing the posture of a vehicle and improving passenger comfort when driving on uneven roads.
  • the four-wheel active suspension system controls the reaction force of each wheel's suspension system to control the vehicle's attitude.
  • four-wheel active suspension systems have the problem of being relatively expensive. Therefore, for vehicles that do not have a four-wheel active suspension system, an attitude control system has been proposed that controls the braking force (braking force) of the four wheels by utilizing anti-dive force and anti-lift force in the suspension system.
  • Patent Document 1 when the deviation between the target yaw rate and the actual yaw rate of the vehicle exceeds a predetermined value while the vehicle is turning, and the time rate of change of the deviation exceeds the predetermined value, the wheel on the inside of the turn By adding braking force, it is possible to improve the turning behavior of the vehicle.
  • the yaw rate of the vehicle is controlled by controlling the braking force of the four wheels, but there is a need for a device that can also control pitch and roll at low cost.
  • a device that can also control pitch and roll at low cost.
  • it is necessary to detect the attitude of the vehicle.
  • the suspension system often does not have a stroke sensor, making it difficult to detect the attitude of the vehicle.
  • the present invention has been made in view of such problems, and its purpose is to control the braking force of the four wheels according to the posture of the vehicle in a vehicle that does not have a stroke sensor in the suspension device.
  • An object of the present invention is to provide a vehicle attitude control device that controls pitch and roll.
  • the vehicle attitude control device of the present invention is provided in a vehicle in which front, rear, left and right wheels are suspended by a suspension device having an anti-dive and anti-lift geometry.
  • a brake control unit capable of controlling the operation of the front, rear, left, and right brake devices and independently applying braking force to the front, rear, left, and right wheels; and a speed for detecting the rotational speed of the front, rear, left, and right wheels, respectively.
  • pitch and roll determines the pitch and roll conditions of the vehicle based on the rotational speed of each wheel and the longitudinal acceleration of the vehicle, and applies braking force to each front, rear, left, and right braking device to cancel out the pitch and roll conditions. let Therefore, pitch and roll can be reduced based on information detected by relatively inexpensive detection units such as the speed detection unit and the longitudinal acceleration detection unit.
  • the pitch/roll control unit controls the braking device based on the pitch and roll status when the pitch/roll determination unit determines that the pitch or roll status of the vehicle is greater than a predetermined value while the vehicle is running. It is preferable to maintain the application of the braking force for a predetermined period of time. As a result, when it is determined that the pitch or roll state of the vehicle is greater than a predetermined value, the application of braking force by the braking device based on the pitch and roll state is maintained for a predetermined period of time, thereby suppressing excessive fluctuations in the application of braking force. I can do it.
  • the pitch/roll determination section includes a plurality of types of determination conditions for determining the pitch and roll states based on the rotational acceleration of each of the wheels and the longitudinal acceleration of the vehicle, and each time the determination condition is satisfied, It is preferable to calculate the total additional moment of the vehicle by adding the additional moments set in .
  • the pitch and roll states of the vehicle can be easily determined, and the additional moment can be easily calculated.
  • the additional moments set each time the determination condition is satisfied include a pitch moment directed toward the rear of the vehicle, a pitch moment directed toward the front of the vehicle, and one wheel on the right side of the vehicle runs onto a convex road surface. roll moment when the two wheels on the right side of the vehicle are on a convex road surface, and roll moment when the two wheels on the right side and one wheel on the left side of the vehicle are on a convex road surface.
  • the roll moment when one left wheel of the vehicle is running on a convex road surface the roll moment when the two left wheels of the vehicle are running on a convex road surface, and the roll moment of the vehicle It is preferable that the roll moment is the one when the two wheels on the left side and the one wheel on the right side are riding on a convex road surface.
  • the pitch state and roll state of the vehicle can be easily determined separately, and the roll state can be easily and accurately determined depending on the vehicle running state.
  • the pitch/roll control section suppresses the addition of braking force based on the pitch and roll states when the driver of the vehicle performs a braking operation exceeding a predetermined value.
  • the vehicle includes a brake control section that controls the braking force of the braking device to improve running safety of the vehicle, and the pitch and roll control section controls the braking force of the braking device by the braking control section.
  • the pitch and roll control section controls the braking force of the braking device by the braking control section.
  • the vehicle attitude control device of the present invention can reduce pitch and roll of the vehicle by using detection information from a relatively inexpensive detection unit that detects wheel rotational speed and vehicle longitudinal acceleration. Therefore, for example, in a vehicle that does not have a stroke sensor in the suspension device, it is possible to control the braking force of the four wheels according to the attitude of the vehicle and appropriately control pitch and roll.
  • FIG. 1 is a schematic configuration diagram of a vehicle attitude control device according to an embodiment of the present invention.
  • FIG. 3 is an explanatory diagram of anti-dive force and anti-lift force in a vehicle suspension device.
  • FIG. 3 is an image diagram of a pitch moment that occurs when a front wheel runs over the vehicle and an additional moment therefor.
  • FIG. 4 is an image diagram of a pitch moment that occurs when a rear wheel runs over the vehicle and an additional moment therefor.
  • FIG. 3 is an image diagram of a roll moment generated when the right wheel runs over the vehicle and an additional moment thereto.
  • FIG. 4 is an image diagram of a roll moment that occurs when the left wheel runs over the vehicle and an additional moment therefor. It is a flowchart which shows the calculation method of the additional moment when a front wheel runs over.
  • FIG. 1 is a schematic configuration diagram of a vehicle attitude control device 10 according to an embodiment of the invention.
  • An attitude control device 10 according to an embodiment of the present invention is mounted on a four-wheeled vehicle (hereinafter referred to as a vehicle 1) having wheels 3a to 3d (running wheels) on the front, rear, left and right sides of the vehicle body.
  • a suspension device 11 is provided between each of the wheels 3a to 3d of the vehicle 1 and the vehicle body, and has an anti-dive and anti-lift geometry, and suspends each of the wheels 3a to 3d from the vehicle body.
  • Each wheel 3a to 3d of the vehicle 1 is provided with a brake device 30a to 30d (braking device), respectively.
  • the brake devices 30a to 30d are controlled by a brake control unit 31 (brake control unit), and can apply arbitrary different braking forces (braking forces) to each of the wheels 3a to 3d.
  • each of the wheels 3a to 3d is driven by, for example, an electric motor or an engine.
  • the front wheels 3a, 3b and the rear wheels 3c, 3d can be driven by electric motors, and the front wheels 3a, 3b can be driven by an engine, such as a plug-in hybrid vehicle or a hybrid vehicle, or the wheels 3a to 3d are driven only by the electric motor.
  • the present invention is applicable to various drive sources such as electric vehicles and engine cars that drive the wheels 3a to 3d only by the engine, and to vehicles with various drive forms such as four-wheel drive or two-wheel drive. .
  • the vehicle 1 is equipped with a longitudinal acceleration sensor 35 (longitudinal acceleration detection section) that detects acceleration in the longitudinal direction of the vehicle body, and wheel speed sensors 33a to 33d (speed detection section) that detect the rotational speed of each wheel 3a to 3d. ) are provided respectively.
  • the attitude control device 10 includes a longitudinal acceleration sensor 35, wheel speed sensors 33a to 33d for each of the wheels 3a to 3d, and a brake control unit 31.
  • the detected values of the longitudinal acceleration sensor 35 and the wheel speed sensors 33a to 33d are input to the brake control unit 31. It may also be configured such that it is input.
  • the brake control unit 31 includes an input/output device, a storage device (ROM, RAM, nonvolatile RAM, etc.), a central processing unit (CPU), a timer, and the like.
  • the brake control unit 31 receives a brake pedal operation amount from a brake pedal sensor (not shown), and controls the braking force (brake force) of the brake devices 30a to 30d based on the brake pedal operation amount and the like.
  • the attitude control device 10 is a pitch/roll controller that estimates the attitude of the vehicle 1, more specifically, the pitch and roll states of the vehicle 1, based on the detection information of the longitudinal acceleration sensor 35 and the wheel speed sensors 33a to 33d of the wheels 3a to 3d. It includes a determination section 40 and an additional braking force calculation section 41 (pitch/roll control section) that calculates the braking force to be applied to each wheel 3a to 3d so as to reduce the estimated pitch and roll.
  • the attitude control device 10 estimates the pitch and roll of the vehicle based on the detection information of the longitudinal acceleration sensor 35 and the wheel speed sensors 33a to 33d, and applies information to each wheel 3a to 3d to reduce the pitch and roll. Executes pitch/roll control to set brake force.
  • FIG. 2 is an explanatory diagram of anti-dive force and anti-lift force.
  • the relationship between the anti-dive force and anti-lift force, and the pitch moment and roll moment in the suspension system of the vehicle 1 will be explained.
  • the distance in the longitudinal direction of the vehicle between the grounding points of the front wheels 3a and 3b of the vehicle 1 and the center of gravity A of the vehicle body is a
  • the distance between the grounding points of the rear wheels 3c and 3d of the vehicle 1 and the center of gravity A in the vehicle longitudinal direction is a.
  • the pitch moment My which is the total value of the pitch moment generated by deceleration of the vehicle 1 and the pitch moment generated by the anti-dive force and anti-lift force of the suspension device 11, is obtained by the following (Formula 1). .
  • FIG. 3 is an image diagram of a pitch moment that occurs when the front wheels 3a, 3b run over the vehicle
  • FIG. 4 illustrates a pitch moment that occurs when the rear wheels 3c, 3d run over the vehicle, and an additional moment therefor.
  • the pitch moment that occurs when the front wheels 3a and 3b of the vehicle 1 run over a convex road surface is a moment that causes the vehicle 1 to rotate rearward about its center of gravity.
  • the attitude control device 10 may add an additional pitch moment My1 that rotates toward the front of the vehicle as indicated by the broken line arrow so as to cancel out this pitch moment.
  • the pitch moment that occurs when the rear wheels 3c and 3d of the vehicle 1 run over a convex road surface is a moment that causes the vehicle 1 to rotate forward about the center of gravity.
  • the attitude control device 10 may add an additional pitch moment My2 that rotates toward the rear of the vehicle as indicated by the dashed arrow so as to cancel this pitch moment.
  • the pitch/roll determination section 40 of the brake control unit 31 determines the attitude regarding each pitch/roll described above based on the longitudinal acceleration of the vehicle 1 and the wheel rotation speed of each wheel 3a to 3d.
  • the posture in which the front wheels 3a and 3b of the vehicle 1 ride on the convex road surface as shown in FIG. 3 is a case where the conditions in Table 1 below are satisfied.
  • the conditions in Table 1 are that when the rotational acceleration of the left and right front wheels 3a and 3b exceeds a predetermined threshold (FRwa>Xwa1, FLwa>Xwa2), the wheel rotational acceleration of the left and right rear wheels 3c and 3d is less than a predetermined threshold (
  • the posture in which the rear wheels 3c and 3d of the vehicle 1 ride on the convex road surface as shown in FIG. 4 is a case where the conditions of Table 2 below are satisfied.
  • the conditions in Table 2 are that when the rotational acceleration of the left and right rear wheels 3c and 3d exceeds a predetermined threshold (RLwa>Xwa5, RRwa>Xwa6), the wheel rotational acceleration of the left and right front wheels 3a and 3b is less than a predetermined threshold (
  • the posture shown in FIG. 5A in which one right wheel of the vehicle 1 rides on a convex road surface is a case where the conditions in Table 3 below are satisfied.
  • the conditions in Table 3 are that when the rotational acceleration of the right front wheel 3b exceeds a predetermined threshold (FRwa>Xwa9), the wheel rotational acceleration of the other wheels 3a, 3c, and 3d is less than a predetermined threshold (
  • the wheel rotational acceleration of the other wheels 3a, 3b, 3c is less than a predetermined threshold (
  • the posture in which the two right wheels 3b and 3d of the vehicle 1 ride on the convex road surface as shown in FIG. 5(b) is a case where the conditions in Table 4 below are satisfied.
  • the conditions of Table 4 are that when the rotational acceleration of the two wheels 3b and 3d on the right exceeds a predetermined threshold (FRwa>Xwa17, RRwa>Xwa18), the rotational acceleration of the two wheels 3a and 3c on the left exceeds a predetermined threshold. (
  • the attitude shown in FIG. 5C in which the two wheels on the right side and one wheel on the left side of the vehicle 1 ride on the convex road surface is a case where the conditions of Table 5 below are satisfied.
  • the conditions in Table 5 are when the rotational acceleration of the left and right front wheels 3a and 3b exceeds a predetermined threshold (FLwa>Xwa21, FRwa>Xwa22), and when the rotational acceleration of the right rear wheel 3d exceeds a predetermined threshold (RRwa> Xwa23), the rotational acceleration of the left rear wheel 3c is less than a predetermined threshold (
  • the attitude shown in FIG. 6(a) in which one wheel on the left side of the vehicle 1 rides on a convex road surface is a case where the conditions of Table 6 below are satisfied.
  • the conditions in Table 6 are that when the rotational acceleration of the left front wheel 3a exceeds a predetermined threshold (FLwa>Xwa25), the rotational acceleration of the other wheels 3b, 3c, and 3d is less than a predetermined threshold (
  • the rotational acceleration of the left rear wheel 3c exceeds a predetermined threshold (RLwa>Xwa29)
  • the rotational acceleration of the other wheels 3a, 3b, and 3d is less than a predetermined threshold (
  • the conditions in Table 6 are also satisfied when all five conditions are satisfied, such as Xwa31,
  • the attitude shown in FIG. 6(b) in which the two left wheels 3a and 3c of the vehicle 1 ride on the convex road surface is a case where the conditions in Table 7 below are satisfied.
  • the conditions in Table 7 are that when the rotational acceleration of the left wheels 3a and 3c exceeds a predetermined threshold (FLwa>Xwa33, RLwa>Xwa34), the rotational acceleration of the two right wheels 3b and 3d is less than a predetermined threshold (FLwa>Xwa33, RLwa>Xwa34).
  • a predetermined threshold FLwa>Xwa33, RLwa>Xwa34
  • the attitude shown in FIG. 6C in which the two wheels 3a and 3c on the left side and one wheel on the right side of the vehicle 1 rides on the convex road surface is a case where the conditions in Table 8 below are satisfied.
  • the conditions in Table 8 are when the rotational acceleration of the front wheels 3a and 3b exceeds a predetermined threshold (FRwa>Xwa37, FLwa>Xwa38), and when the acceleration of the left rear wheel 3c exceeds a predetermined threshold (RLwa>Xwa39) , the rotational acceleration of the right rear wheel 3d is less than a predetermined threshold (
  • FIG. 7 to 14 are flowcharts showing a method of calculating the additional pitch moments My1 and My2 and the additional roll moments Mx1 to Mx6.
  • Figure 7 shows the additional pitch moment My1 when the front wheels 3a and 3b run over
  • Figure 8 shows the additional pitch moment My2 when the rear wheels 3c and 3d run over
  • Figure 9 shows the additional pitch moment My2 when the right wheel runs over.
  • Additional roll moment Mx1 Figure 10 shows the additional roll moment Mx2 when the two right wheels run over
  • Figure 11 shows the additional roll moment Mx3 when the two right wheels and one wheel on the left run over
  • Figure 12 shows the left side.
  • Figure 13 shows the additional roll moment Mx4 when one wheel runs over the ground
  • Figure 13 shows the additional roll moment Mx5 when the two wheels on the left run over
  • Figure 14 shows the additional roll moment when the two wheels on the left and one wheel on the right run over. A method of calculating the additional roll moment Mx6 will be shown.
  • step S10 it is determined whether the conditions in Table 1 above are satisfied. If the conditions in Table 1 are met, the process advances to step S20. If the conditions in Table 1 are not met, the process advances to step S60.
  • step S20 the brake timer XT1 is counted up. Then, the process advances to step S30.
  • step S30 it is determined whether the brake timer XT1 is less than an appropriately set braking time threshold XTime1. If the brake timer XT1 is less than the braking time threshold XTime1, the process advances to step S40. If the brake timer XT1 is equal to or greater than the braking time threshold XTime1, the process advances to step S50.
  • step S40 the additional pitch moment My1 is set to an appropriately set xxMy1. Then, the routine returns.
  • step S50 the additional pitch moment My1 is set to zero, and the brake timer XT1 is reset to zero. Then, the routine returns.
  • step S60 it is determined whether the brake timer XT1 is not 0. If the brake timer XT1 is not 0, the process advances to step S70. If the brake timer XT1 is 0, the process advances to step S80.
  • step S70 the brake timer XT1 is counted up. Then, the process advances to step S90.
  • step S80 the additional pitch moment My1 is set to zero. Then, the routine returns.
  • step S90 it is determined whether the brake timer XT1 is less than the braking time threshold XTime1. If the brake timer XT1 is less than the braking time threshold XTime1, the process advances to step S100. If the brake timer XT1 is equal to or greater than the braking time threshold XTime1, the process advances to step S110.
  • step S100 additional pitch moment My1 is set to xxMy1. Then, the routine returns.
  • step S110 the additional pitch moment My1 is set to zero, and the brake timer XT1 is reset to zero. Then, the routine returns.
  • the additional pitch moment My1 is set to xxMy1 until the brake timer XT1 reaches the braking time threshold XTime1.
  • the additional pitch moment My2 is also set in the same manner as the additional pitch moment My1. That is, if the conditions in Table 2 are met, the additional pitch moment My2 is set to xxMy2 until the brake timer XT2 reaches the braking time threshold XTime2. As shown in FIG. 9, the additional roll moment Mx1 is also set in the same manner as the additional pitch moment My1.
  • the additional roll moment Mx1 is set to xxMx1 until the brake timer XT3 reaches the braking time threshold XTime3.
  • the additional roll moment Mx2 is as shown in Fig. 10
  • the additional roll moment Mx3 is as shown in Fig. 11
  • the additional roll moment Mx4 is as shown in Fig. 12
  • the additional roll moment Mx5 is as shown in Fig. 13.
  • the additional roll moment Mx6 is set in the same manner as the additional roll moment Mx1.
  • the pitch moment My and roll moment Mx to be finally added to the vehicle 1 are calculated using the following (Equation 3) and (Equation 4).
  • My My1+My2...(Formula 3)
  • Mx Mx1+Mx2+Mx3+Mx4+Mx5+Mx6...(Formula 4)
  • additional braking forces Fbfl, Fbfr, Fbrl, and Fbrr for each wheel are calculated from the additional moment values.
  • the calculation formulas regarding the additional moment are the following (Formula 5) and (Formula 6) by transforming the above-mentioned (Formula 1) and (Formula 2).
  • FIG. 15 is a flowchart showing a control procedure for determining whether to perform the pitch/roll control described above.
  • the control shown in FIG. 15 is started when the system is started, and is repeatedly performed when the vehicle 1 is running.
  • step S1600 it is determined whether the brake control unit 31 or each of the brake devices 30a to 30d is in an abnormal (failure) state. Whether or not these units are abnormal may be determined by a known self-diagnosis function. If the brake control unit 31 or each of the brake devices 30a to 30d is abnormal, the process advances to step S1640. If the brake control unit 31 and each brake device 30a to 30d are normal, the process advances to step S1610.
  • step S1610 it is determined whether the driver's brake operation amount (operation force) exceeds an appropriately set predetermined threshold value X Cmd Force. If the brake operation amount exceeds the threshold value X Cmd Force, the process advances to step S1640. If the brake operation amount is less than or equal to the threshold value X Cmd Force, the process advances to step S1620.
  • step S1620 other driving control devices (driving safety devices) of the vehicle 1, such as the electric stability control system (ESC), anti-lock brake system (ABS), and collision damage mitigation braking system (AEB) are activated. Determine whether it is in the state (under control). If another travel control device is in operation, the process advances to step S1640. If the other travel control devices are not in the operating state (standby state), the process advances to step S1630.
  • ESC electric stability control system
  • ABS anti-lock brake system
  • AEB collision damage mitigation braking system
  • step S1630 pitch and roll control by the attitude control device 10 described above is turned on. Then, the routine returns.
  • step S1640 pitch and roll control by the attitude control device 10 described above is turned off. Then, the routine returns.
  • attitude control pitch-roll control
  • attitude control is performed to reduce the pitch and roll of the vehicle 1 by controlling the braking forces of the four-wheel brake devices 30a to 30d of the vehicle 1. It becomes possible.
  • the current pitch and roll of the vehicle 1 are estimated based on the rotational acceleration of each wheel 3a to 3d and the longitudinal acceleration of the vehicle 1. Thereby, the pitch and roll of the vehicle 1 can be estimated based on information detected by relatively inexpensive detectors such as the four wheel speed sensors 33a to 33d and the longitudinal acceleration sensor 35.
  • the pitch/roll determination unit 40 includes tables 1 to 8 having determination conditions for determining the pitch/roll state of the vehicle 1 based on the rotational acceleration of each wheel 3a to 3d and the longitudinal acceleration of the vehicle 1. Determine whether conditions 8 to 8 are satisfied.
  • the additional braking force calculation unit 41 sets the corresponding additional moments Mx1, Mx2, My1 to My6 for each table when any of the conditions in each table 1 to 8 is satisfied, and adds these additional moments. Then, the overall additional moment of the vehicle 1 is calculated. Thereby, the pitch and roll states of the vehicle 1 can be easily determined, and the additional moment can be easily calculated.
  • Table 1 has a determination condition that a pitch moment toward the rear of the vehicle is generated, and sets an additional pitch moment My1 toward the front of the vehicle.
  • Table 2 has a determination condition that a pitch moment toward the front of the vehicle is generated, and sets an additional pitch moment My2 toward the rear of the vehicle.
  • - Table 3 has a determination condition that a roll moment is generated when one right wheel of the vehicle 1 is riding on a convex road surface, and sets an additional roll moment Mx1 toward the right side of the vehicle.
  • - Table 4 has a determination condition that a roll moment is generated when the two wheels on the right side of the vehicle are riding on a convex road surface, and sets an additional roll moment Mx2 directed toward the right side of the vehicle.
  • - Table 5 has a determination condition that a roll moment is generated when two wheels on the right side of the vehicle and one wheel on the left side are riding on a convex road surface, and sets an additional roll moment Mx3 toward the right side of the vehicle.
  • - Table 6 has a determination condition that a roll moment occurs when one wheel on the left side of the vehicle rides on a convex road surface, and sets an additional roll moment Mx4 directed toward the left side of the vehicle.
  • - Table 7 has a determination condition that a roll moment is generated when the two wheels on the left side of the vehicle are riding on a convex road surface, and sets an additional roll moment Mx5 toward the left side of the vehicle.
  • - Table 8 has a determination condition that a roll moment is generated when two wheels on the left side of the vehicle and one wheel on the right side are riding on a convex road surface, and sets an additional roll moment Mx6 toward the left side of the vehicle.
  • the pitch/roll state of the vehicle 1 can be easily and accurately determined based on the rotational acceleration of each wheel 3a to 3d and the longitudinal acceleration of the vehicle 1. Furthermore, the determinations in each of the tables 1 to 8 based on the rotational acceleration of the wheels 3a to 3d and the longitudinal acceleration of the vehicle 1 are performed at relatively short intervals in order to quickly respond to changes in the posture of the vehicle 1. However, as shown in the left part of the flowcharts in FIGS. 7 to 14, if the judgment conditions of each table 1 to 8 are satisfied and the brake timer counts up and becomes no longer 0, the brake timer starts counting up. Until completion, the additional moments corresponding to the tables 1 to 8 continue to be set even if it is determined midway through that the determination conditions for the tables 1 to 8 are not satisfied.
  • pitch/roll control is not executed when the brake operating force is greater than a predetermined value, so if the driver suddenly operates the brakes, the pitch/roll control of this embodiment is suppressed and the braking by the brake operation is suppressed. can be prioritized.
  • pitch/roll control of this embodiment is suppressed and the other travel control device is prioritized. The driving safety function of the driving control device can be appropriately ensured.
  • the pitch and roll control of this embodiment is not executed when the amount of brake operation exceeds the threshold value X Cmd Force or when another travel control device is in operation.
  • the braking force may be kept small and added by pitch/roll control.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
PCT/JP2023/010604 2022-03-30 2023-03-17 車両の姿勢制御装置 Ceased WO2023189731A1 (ja)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US18/837,910 US20250153690A1 (en) 2022-03-30 2023-03-17 Attitude control device for vehicle
JP2024511823A JP7712606B2 (ja) 2022-03-30 2023-03-17 車両の姿勢制御装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2022056094 2022-03-30
JP2022-056094 2022-03-30

Publications (1)

Publication Number Publication Date
WO2023189731A1 true WO2023189731A1 (ja) 2023-10-05

Family

ID=88200988

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2023/010604 Ceased WO2023189731A1 (ja) 2022-03-30 2023-03-17 車両の姿勢制御装置

Country Status (3)

Country Link
US (1) US20250153690A1 (https=)
JP (1) JP7712606B2 (https=)
WO (1) WO2023189731A1 (https=)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024195365A1 (ja) * 2023-03-22 2024-09-26 三菱自動車工業株式会社 車両の姿勢制御装置

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005104341A (ja) * 2003-09-30 2005-04-21 Mitsubishi Fuso Truck & Bus Corp 車両のロールオーバ抑制制御装置
JP2008201358A (ja) * 2007-02-22 2008-09-04 Advics:Kk 車両挙動制御装置
JP2010083329A (ja) * 2008-09-30 2010-04-15 Hitachi Automotive Systems Ltd サスペンション制御装置
WO2020066896A1 (ja) * 2018-09-24 2020-04-02 株式会社アドヴィックス 制動制御装置
JP2020117216A (ja) * 2019-01-25 2020-08-06 株式会社アドヴィックス 車両の挙動制御装置

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7676307B2 (en) * 2001-11-05 2010-03-09 Ford Global Technologies System and method for controlling a safety system of a vehicle in response to conditions sensed by tire sensors related applications
KR102733403B1 (ko) * 2019-09-27 2024-11-22 히다치 아스테모 가부시키가이샤 차량 운동 제어 장치
KR20210156920A (ko) * 2020-06-18 2021-12-28 현대자동차주식회사 전동화 차량의 모션 제어 장치 및 방법

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005104341A (ja) * 2003-09-30 2005-04-21 Mitsubishi Fuso Truck & Bus Corp 車両のロールオーバ抑制制御装置
JP2008201358A (ja) * 2007-02-22 2008-09-04 Advics:Kk 車両挙動制御装置
JP2010083329A (ja) * 2008-09-30 2010-04-15 Hitachi Automotive Systems Ltd サスペンション制御装置
WO2020066896A1 (ja) * 2018-09-24 2020-04-02 株式会社アドヴィックス 制動制御装置
JP2020117216A (ja) * 2019-01-25 2020-08-06 株式会社アドヴィックス 車両の挙動制御装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024195365A1 (ja) * 2023-03-22 2024-09-26 三菱自動車工業株式会社 車両の姿勢制御装置

Also Published As

Publication number Publication date
JPWO2023189731A1 (https=) 2023-10-05
US20250153690A1 (en) 2025-05-15
JP7712606B2 (ja) 2025-07-24

Similar Documents

Publication Publication Date Title
CN105882631B (zh) 车辆用行驶控制装置
JP3736340B2 (ja) 車両制御装置
US10926794B2 (en) Vehicular behavior control apparatus
US9376119B2 (en) Vehicle-center-of-gravity condition determining apparatus and vehicle behavior control system
US8676463B2 (en) Travel controlling apparatus of vehicle
CN114291053B (zh) 车辆的车轮滑动控制方法
US12151663B2 (en) Braking control device
JP2600876B2 (ja) 車両の旋回制御装置
US7949454B2 (en) Driving dynamics control system having an expanded braking function
CN112339744B (zh) 用于控制车辆的车轮打滑的方法
JP7712606B2 (ja) 車両の姿勢制御装置
JP2009065793A (ja) 電動車両
US20240383336A1 (en) Vehicle control device, vehicle control method, and vehicle control program
US12358476B2 (en) Vehicle travel control device
JP7804261B2 (ja) 車両の姿勢制御装置
JP2012224106A (ja) 車両のブレーキ制御装置
JP2011207382A (ja) 車両運動制御装置
CN112590771B (zh) 车辆稳定控制方法及系统
WO2025115394A1 (ja) 車両の姿勢制御装置
JP3104575B2 (ja) 車輌の挙動制御装置
JP3899672B2 (ja) 車両の操舵装置
JP3134716B2 (ja) 車輌の挙動制御装置
WO2020045566A1 (ja) 車両制御装置
JP5302062B2 (ja) 摩擦状態推定装置
JP2025092079A (ja) 車両の姿勢制御装置

Legal Events

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

Ref document number: 23779747

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 18837910

Country of ref document: US

ENP Entry into the national phase

Ref document number: 2024511823

Country of ref document: JP

Kind code of ref document: A

WWE Wipo information: entry into national phase

Ref document number: 2401006461

Country of ref document: TH

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 23779747

Country of ref document: EP

Kind code of ref document: A1

WWP Wipo information: published in national office

Ref document number: 18837910

Country of ref document: US