WO2006013645A1 - Dispositif de contrôle d’assiette de véhicule et procédé - Google Patents

Dispositif de contrôle d’assiette de véhicule et procédé Download PDF

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Publication number
WO2006013645A1
WO2006013645A1 PCT/JP2004/011677 JP2004011677W WO2006013645A1 WO 2006013645 A1 WO2006013645 A1 WO 2006013645A1 JP 2004011677 W JP2004011677 W JP 2004011677W WO 2006013645 A1 WO2006013645 A1 WO 2006013645A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
turning
acceleration
target
deceleration
Prior art date
Application number
PCT/JP2004/011677
Other languages
English (en)
Japanese (ja)
Inventor
Masanori Ichinose
Makoto Yamakado
Yuichi Kuramochi
Original Assignee
Hitachi, Ltd.
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 Hitachi, Ltd. filed Critical Hitachi, Ltd.
Priority to PCT/JP2004/011677 priority Critical patent/WO2006013645A1/fr
Priority to JP2006515463A priority patent/JPWO2006013645A1/ja
Publication of WO2006013645A1 publication Critical patent/WO2006013645A1/fr

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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
    • 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
    • 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
    • B60T2240/00—Monitoring, detecting wheel/tire behaviour; counteracting thereof
    • B60T2240/06—Wheel load; Wheel lift

Definitions

  • the present invention relates to a vehicle travel control device and a control method suitable for motion control of a turning vehicle.
  • the vehicle slip angle at the center of gravity of the vehicle is obtained by subtracting the correction rate from the horizontal sensor from the value obtained by dividing the lateral acceleration from the lateral acceleration sensor by the vehicle speed from the vehicle speed sensor. It is calculated as a change speed, and when it is large, the brake pressure is generated in the rear wheel braking force with a difference of right and left based on it.
  • a sudden change in the vehicle slip angle is suppressed, that is, the occurrence of vehicle body drift-out and spin can be suppressed, so that a decrease in the running stability of the vehicle is suppressed.
  • the road surface reaction force torque received by the steered wheels from the road surface is detected, and the road surface reaction torque is detected as the steering angle increases.
  • the limit steering angle is set from the point of turning from increasing to decreasing, and when the steering angle exceeds the limit steering angle, it is judged as the steering limit and the brake fluid pressure on each wheel is increased or decreased.
  • a configuration is described that generates a single moment and facilitates the turning movement of the vehicle. According to such a configuration, it is possible to suppress the occurrence of a drift-out in which the vehicle does not turn any more during steering.
  • Tokuheihei 7— 1 1 7 6 5 No. 5 discloses the braking force distribution of the front and rear wheels on the front wheel side. It is described that the vehicle attitude control device is provided with a moving moment (normal moment) control means for controlling so as to increase.
  • the moment control means is configured to control the moment by controlling at least one of the magnitude and direction of the plane force generated between the left and right wheels of the vehicle and the road surface.
  • the driving force that causes the wheel front / rear force generated between the left and right wheels and the road surface (the resultant force of the driving force and the braking force) to differ from left to right Difference control type
  • rudder angle control type that controls the steering angle of the wheel
  • wheel ground load control type that makes the front and rear or left and right different. Disclosure of the invention
  • the control device for controlling the motion of the vehicle during turning as described above has the following problems.
  • the moment is generated by utilizing the difference between the left and right braking forces during non-steady times to promote the vehicle's turning motion, the moment is independent of the driver's steering and the turning state of the vehicle. Will cause the driver to feel uncomfortable or uneasy.
  • An object of the present invention is to provide a vehicle travel control device and a control method that can be operated on a daily basis and that can realize vehicle motion control with a simple configuration.
  • the present invention relates to a vehicle attitude control device that controls a turning attitude of a vehicle, a target turning state quantity calculating unit that calculates a target turning state quantity by inputting a traveling driving state of the vehicle;
  • An actual turning state quantity detecting means that detects an actual turning state quantity of the vehicle or is predicted and detected by the turning prediction means;
  • Acceleration / deceleration calculation means for calculating an acceleration / deceleration that increases the required cornering force for either or both of the front wheels and the rear wheels when
  • the present invention also includes a target turning state amount calculating means for calculating a target turning state amount by inputting a driving operation state of the vehicle, and Vehicle attitude for detecting the actual turning state quantity or having a turning prediction means for predicting and detecting the actual turning state and for detecting the actual turning state quantity for controlling the turning attitude of the vehicle
  • a target turning state amount calculating means for calculating a target turning state amount by inputting a driving operation state of the vehicle, and Vehicle attitude for detecting the actual turning state quantity or having a turning prediction means for predicting and detecting the actual turning state and for detecting the actual turning state quantity for controlling the turning attitude of the vehicle
  • the acceleration / deceleration calculation means calculates the difference between the target speed and the actual speed measured by the speed sensor for the rotational force around the vertical line passing through the center of gravity of the vehicle. Based on the above, the acceleration / deceleration that increases the required cornering power for either the front wheel or the rear or both when the ground load due to acceleration / deceleration is applied to either the front wheel or the rear wheel or both is calculated. In response to the acceleration / deceleration, when the actual rate is lower than the i-target rate, the ground load applied to the front wheel is increased and the ground load applied to the rear wheel is decreased.
  • control is performed to decrease the ground load applied to the front wheels and increase the ground load applied to the rear wheels.
  • a vehicle attitude control method is provided.
  • Eye IJ Steering amount detection means for detecting the steering amount by the consecutive person of the vehicle, vehicle speed detection means for detecting the traveling speed of the vehicle,
  • An actual turning state detecting means for detecting a state quantity of an actual turning motion of the vehicle
  • a target turning state amount calculating means for calculating a state amount of a turning motion that is a target of the vehicle from the marine vessel maneuvering amount and the traveling speed;
  • Acceleration / deceleration is calculated based on the deviation between the actual turning state quantity and the target turning state quantity, and the ground contact load of the front wheels and the rear wheels so as to prevent the actual turning state quantity from diverging from the target turning state quantity. Acceleration / deceleration calculation means for correcting
  • Braking / driving force control means for increasing / decreasing braking / driving force with respect to the rear wheel based on the ground contact load due to the acceleration / deceleration;
  • the vehicle's turning posture is changed by the load movement of the ground load of each wheel by braking / driving so as to follow the target turning state amount according to the steering input of the driver, and the desired turning state amount is controlled. With this, stable turning can be performed.
  • the acceleration / deceleration calculating means is based on a deviation between the target cornering power of the vehicle calculated from the steering amount and the vehicle speed and the actual cornering power of the vehicle calculated from the actual turning state amount. When the value is lower than the target cornering power, the ground contact load of the wheel is increased to calculate the acceleration / deceleration for increasing the cornering power.
  • the ground load is distributed to the wheels that require the cornering force by the load movement of the ground load of each wheel by braking and driving so that the target cornering force according to the driver's steering input can be generated.
  • This increases cornering power and enables stable turning with a small slip angle.
  • the acceleration / deceleration calculating means calculates the target vehicle body slip angle of the vehicle calculated from the steering amount and the vehicle speed, and the actual vehicle body slip angle of the vehicle calculated from the actual turning state amount. Based on the deviation, the acceleration / deceleration for reducing the deviation of the vehicle slip angle is calculated.
  • the vehicle's slip angle is changed by changing the turning posture of the vehicle by the load movement of the ground load of each wheel by braking / driving so as to follow the target slip angle according to the driver's steering input. It can be changed to perform stable turning.
  • a turn prediction means for estimating a course of travel of the vehicle and predicting the magnitude of the turn of the vehicle
  • Vehicle speed detection means for detecting the traveling speed of the vehicle
  • An actual turning state quantity detecting means for detecting an actual turning state quantity of the vehicle;
  • a target turning state quantity calculating means for calculating a state quantity of a turning motion as a target of the vehicle from the course predicted by the turning prediction means and the traveling speed; and a deviation between the actual turning state quantity and the target turning state quantity.
  • the acceleration / deceleration is calculated based on the acceleration / deceleration to calculate the acceleration / deceleration for correcting the ground load of the front and rear wheels so as to prevent the actual turning state quantity from diverging from the target turning state quantity.
  • a calculation means ;
  • Braking / driving force control means for increasing / decreasing braking / driving force with respect to at least the front wheels or the rear wheels based on the ground contact load due to the acceleration / deceleration;
  • the vehicle's turning posture is changed by the load movement of the ground load of each wheel by braking / driving so as to follow the target turning state amount according to the turning motion predicted from the forward course, and the desired turning state amount
  • the amount of turning state can be optimized before starting the turning motion, and natural and stable turning can be performed.
  • the turn predicting means includes a camera that captures an image ahead of the vehicle, extracts a road shape based on the image ahead, estimates a course, and predicts the magnitude of the turn of the vehicle .
  • the turning motion is predicted without using any special preparation on the road surface by predicting the turning motion using the forward course captured by the camera image and setting the target turning state amount accordingly.
  • the load distribution of each wheel can be optimized.
  • the turning prediction means includes a current position measuring means for measuring a current position of the vehicle and a map information storage means for storing road shape data, and a route is estimated based on the current position and the map information. It was configured to predict the size of the.
  • the turning motion is predicted using the forward path stored on the map, and the target turning state amount is set accordingly, so that the turning motion can be started in a simple and highly stable manner. Optimize load distribution on each wheel It can be kept.
  • the turn prediction means includes sign detection means for detecting a sign medium installed on the road from the vehicle, and is configured to estimate a course based on the information of the sign and to predict the magnitude of the turn of the vehicle. .
  • the turning motion is predicted using the forward course situation indicated by the sign, and the turning motion is started in a simple and highly stable manner by setting the target turning state amount accordingly. It is possible to optimize the load distribution of each wheel before.
  • a calculation method of acceleration / deceleration in a vehicle attitude control device comprising: a required cornering force estimation procedure for estimating a cornering force required for turning from a steering amount or a predicted course and a vehicle speed of the vehicle; and the required cornering force.
  • Target cornering power calculation procedure for calculating the target cornering power from the target slip angle value including the magnitude of the target slip angle and the target slip angle upper limit value,
  • the acceleration / deceleration degree is calculated using a vehicle body motion inverse model for correcting the ground load.
  • the ground load is reduced by moving the ground load of each wheel by braking / driving.
  • the cornering power can be increased by allocating the cornering force to the necessary wheels.
  • the target slip angle upper limit value is set to be increased or decreased based on the change amount of the steering amount of the vehicle.
  • a steering device that corrects the steered wheel to reduce the steering amount should be provided. Can do.
  • the braking operation must be started before or after the driver performs the steering so that the longitudinal load distribution is suitable for the turning motion, and the braking operation must be continued until at least the steering operation is started.
  • a quick start-up of the vehicle body angular velocity at the initial turning is realized.
  • the tire characteristics are changed by the load movement of the front and rear wheels caused by the pitching due to acceleration / deceleration, and the grounding of each wheel by braking / driving is made to follow the target turning state amount according to the driver's steering input.
  • stable turning can be performed by changing the turning posture of the vehicle by the load movement of the load and controlling the desired amount of turning state.
  • FIG. 1 is a block diagram showing an embodiment of the present invention.
  • FIG. 2 is a diagram for explaining the force generated on the wheel and the slip angle.
  • FIG. 3 is a diagram showing wheel load and cornering power.
  • FIG. 4 is a diagram for explaining the vehicle slip angle.
  • Figure 5 shows the relationship between the wheel slip angle and the cornering force.
  • FIG. 6 is a block diagram showing an embodiment of the present invention.
  • FIG. 7 is a diagram showing an example of a tire characteristic map according to the embodiment of the present invention.
  • FIG. 8 is a block diagram showing an embodiment of the present invention.
  • FIG. 9 is a block diagram showing the embodiment of the present invention. BEST MODE FOR CARRYING OUT THE INVENTION
  • FIG. 1 is a diagram showing an embodiment of a vehicle travel control device, that is, a vehicle attitude control device according to the present invention.
  • a target turning state amount calculating means (device) 13 is connected to a turning amount detecting means (device) 10 and a vehicle speed calculating means (device) 11 and is a handle which is a required turning amount of the driver.
  • the target turning state amount is calculated from the steering amount and the current vehicle speed.
  • the actual turning state quantity detection means (device) 12 is connected to the current position measurement means (device) 16, the map information storage means (device) 17, the camera 18, and the sign detection means 19, The signal from the means is input to the course estimation means 1 2 1 to estimate the course, and the estimated path is input to the turning prediction unit 1 2 2 to turn.
  • a turning state quantity of the same type as the target turning state quantity is detected directly or indirectly by calculating sensor information from one or more sensors attached to the vehicle. It has become.
  • the actual turning state quantity obtained here and the above-mentioned target turning state quantity are input to the acceleration / deceleration calculation means (device) 14, and are compared by the comparator 14 0.
  • Acceleration / deceleration calculation means ( Device) 14 calculates acceleration / deceleration so that the deviation between the actual turning state quantity and the above-mentioned target turning state quantity is reduced corresponding to the comparison result.
  • the comparison result is calculated by means of the evening load calculation means 14 1 for storing the cornering force, the evening characteristic map specified for the load and the slip angle, the vehicle body motion inverse model (vehicle body (Inverse model of beating motion) 1 4 2 calculates cornering force corresponding to load or slip angle, and calculates acceleration / deceleration.
  • the calculated acceleration / deceleration is input to the braking / driving amount control means (device) 15 and is actually converted into the acceleration / deceleration of the vehicle.
  • the braking / driving amount control means 15 is connected to a vehicle brake or driving device, and executes acceleration / deceleration according to the input acceleration / deceleration.
  • the comparator 140 is shown in the block indicated by the acceleration / deceleration calculation means 14, but even if it is shown outside the block, it is used as the acceleration / deceleration calculation means. It can be handled.
  • the target turning state quantity calculation means 13 When the driver steers, a turning amount command value is output from the turning amount detection means 10.
  • the target turning state quantity calculation means 13 outputs a required turning state quantity corresponding to the driver's required turning amount and the vehicle speed by a conversion formula (reference model) based on the standard vehicle characteristics.
  • This is, for example, stored in the form of a mathematical model or map that models the movement of the car body to determine what the target turning state value is based on the relationship between the steering amount and the vehicle speed. is there.
  • the target turning state quantity is selected as a parameter that represents the vehicle's motion characteristics to be corrected during the turning motion. For example, the angular velocity, lateral acceleration, and car body slip angle can be considered.
  • the actual turning state quantity detection means 12 detects the same kind of turning state quantity with a sensor.
  • the target state quantity may be detected directly here, for example, some other state quantity is acquired by the sensor, and the target state quantity is detected indirectly by calculating the sensor information. It is also possible to do.
  • a state quantity that is not measured can be estimated by performing a feedback calculation called a state estimator. This is the condition you want This is effective when the amount of sensors is expensive or when it is desired to reduce costs by diverting sensors already in the vehicle.
  • the acceleration / deceleration calculation means 1 4 calculates the tire load calculation procedure 1 4 1 for calculating the change amount of each wheel load necessary for correcting the deviation of the rotation state quantity, and the change amount of the load. It is equipped with a vehicle body motion inverse model 1 4 2 that calculates the amount of acceleration / deceleration required to achieve this.
  • the friction circle determined by the tire load W and the road surface friction coefficient product (* W), which is the limit of the force that can be generated by the tires of each wheel Since the size of the friction circle changes in proportion to the load, the tire force that can be generated on each wheel is affected by It is only necessary to calculate the load distribution that satisfies the speed change rate required for the moment size. In order to obtain the necessary acceleration / deceleration from the calculated load distribution, the load distribution needs to change in each wheel load that is increased or decreased by the pitching moment that the braking / driving force applied to the tire contact surface exerts around the center of gravity of the vehicle body.
  • Fig. 6 shows how the load changes due to braking / driving force.
  • the braking force applied to the tire contact surface is from the center of gravity.
  • the force is directed to the right at the bottom, and a counterclockwise pitching moment is generated at the center of gravity.
  • the front wheel load increases and the rear wheel load decreases.
  • the acceleration / deceleration calculated in this way executes acceleration / deceleration according to the acceleration / deceleration input by the brake and drive unit of the braking / driving amount control means 15. In this way, the tire characteristics are changed by the load movement of the front and rear wheels caused by pitching due to acceleration and deceleration, and as a result It is possible to make the turning state quantity follow the desired target value.
  • the cornering power can be used as the turning state quantity for control.
  • a cornering pad is a numerical value corresponding to the unit slip angle of the cornering power generated by the wheel. To generate the same cornering force, the larger the cornering power, the more the wheel slips. The corners are small.
  • Fig. 2 is a view of the wheels viewed from directly above, showing the force applied to the tire. O
  • the tire rolling surface 2 1 is defined by the axle with respect to the tire 20, but the actual vehicle When traveling, the traveling direction of the sunset and the rotating surface 2 1 do not necessarily coincide with each other, and as shown in the figure, the traveling direction of the tire and the rotating surface 2 1, that is, travel with an angle of the sunset. There are many.
  • the angle formed by the traveling direction of this evening and the rotating surface 21 is called the slip angle.
  • the tire generates lateral force due to the anti-slip generated by the sleeve angle of the tire.
  • the direct force in the tire traveling direction generated by this slip angle is the cornering force.
  • the target turning state quantity calculation means 13 determines the driver's required turning amount based on the standard vehicle characteristics, and based on this turning request amount and the distal force acting on the center of gravity of the vehicle body derived from the vehicle speed. Calculate the required cornering force. Where goal and If the slip angle to be determined is determined, the target cornering power can be determined by dividing the cornering force by the target slip angle. If the control is performed so that the cornering power of the wheel is equal to the target value calculated here, an efficient turning motion becomes possible.
  • the actual turning state quantity detection means 12 detects the actual cornering power by the aforementioned sensor. However, since there is no sensor that directly detects the cornering power, the vehicle body sleeve angle is estimated from information such as turning acceleration, angular velocity, rudder angle, etc., and cornering power is calculated. Do.
  • the actual cornering power and the target cornering power obtained by these two means are input to the acceleration / deceleration calculation means 14 and compared to calculate the deviation from the target value.
  • the acceleration / deceleration calculation means 14 calculates the acceleration / deceleration corresponding to the deviation amount so as to reduce the deviation.
  • Acceleration / deceleration calculation means 14 calculates means and procedure for calculating the amount of change in each wheel load necessary to correct the cornering power, and calculates the amount of acceleration / deceleration required to realize the amount of change in load. Means and procedures are provided.
  • Fig. 3 shows the relationship between the cornering power and the load.
  • the cornering power is load-dependent, and the cornering power increases with the load up to a certain level. .
  • the cornering power can be changed by changing the load.
  • diamonds are usually used in the range where the cornering power increases with respect to the load, so it can be considered that the cornering power increases with the load. That is, it is possible to calculate the amount of change in each wheel load distribution with respect to the target cornering power based on the characteristic curve in Fig. 3 or the proportionality constant when it is regarded as linear. If the characteristic curve is known accurately, the objective can be achieved simply by measuring the load distribution with an acceleration sensor instead of calculating the actual cornering power. In this way, the load distribution of each wheel is reduced. And calculate the amount of change.
  • the acceleration / deceleration in order to obtain the required acceleration / deceleration from the calculated load distribution, load distribution that requires a change in each wheel load that is increased or decreased by the bituming moment exerted by the braking / driving force on the ground contact surface around the center of gravity of the vehicle body is required.
  • the acceleration / deceleration should be determined so as to satisfy.
  • the acceleration / deceleration calculated in this way executes acceleration / deceleration in accordance with the acceleration / deceleration input by the brake or drive unit of the braking / driving amount control means 15.
  • the tire characteristics are changed by the load movement of the front and rear wheels caused by the pitching due to acceleration / deceleration, and as a result, the turning state quantity can follow the desired target value.
  • the vehicle body slip is used as the turning state quantity. Control is performed using corners.
  • the vehicle slip angle is the direction of the vehicle body relative to the traveling direction. In the case of a vehicle with front wheel steering, the rear wheel slip angle and the vehicle slip angle coincide.
  • Fig. 4 is a view of the vehicle from directly above, showing the direction of the vehicle body slip angle. The direction of travel of the center of gravity of the vehicle body 40 with respect to the course 4 1 is tangent to the course 4 1.
  • the centrifugal force acts on the center of gravity of the vehicle body 40 that makes a turning motion along the path 41, and therefore the rear wheel slips to generate a cornering force that counteracts the centrifugal force.
  • An angle is required, so the direction of the car body is also at an angle to the direction of travel.
  • the angle formed by the direction of the vehicle body with respect to the traveling direction is called the vehicle body slip angle. For example, if the vehicle slip angle becomes excessive during turning, the vehicle's rotational moment will also increase and the turning motion will become unstable. Therefore, by making the vehicle body slip angle follow the target value, it is possible to prevent the value from diverging beyond a certain value and to stabilize the turning motion of the vehicle body.
  • the target turning state amount calculation means 13 determines the target vehicle body slip angle based on the standard vehicle steering characteristics based on the steering amount and the vehicle speed. The target vehicle body slip angle and the actual vehicle body slip angle Based on this, the deviation from the target value is calculated. As described above, the acceleration / deceleration calculating means 14 calculates the acceleration / deceleration so as to reduce the deviation.
  • Fig. 5 shows the relationship between the cornering force and the sleeve angle, and shows the characteristic curve for each load difference. As shown in the figure, the cornering force is shown. Is dependent on the slip angle as well as the load angle. To generate the same cornering force, the larger the load, the smaller the slip angle.
  • the heavy slip angle can be controlled by the amount of change in load distribution, and the turning motion of the vehicle body can be stabilized.
  • the target turning state quantity calculating means 13 is connected to the turning amount detecting means 10 and the vehicle speed detecting means 11 and the turning amount detecting means 10 predicts the turning amount from the future course shape, and further The target turning state quantity is calculated from the vehicle speed.
  • the target turning state quantity obtained here is connected to be compared with the actual turning state quantity detected directly or indirectly by the sensor.
  • the acceleration / deceleration calculation means 14 calculates the acceleration / deceleration so as to reduce the deviation between the actual turning state quantity and the above-mentioned target turning state quantity based on the comparison result, as in the above-described embodiment.
  • the turning amount detection means 10 includes a camera that captures an image in front of the vehicle. Based on the image captured in front of the camera, for example, by detecting a white line on the road surface, the road shape is extracted to determine the course. It can also be estimated.
  • the camera used here can be an infrared camera as well as a visible light. For example, it can be illuminated with infrared light for detection at night, or it can be used to paint white lines. In particular, it may be possible to facilitate detection by using a material that reflects infrared rays. It is also possible to scan the road shape ahead by using laser light as the light source. In addition, imaging does not have to rely on light. For example, it is conceivable to detect the path shape using an electromagnetic wave such as a millimeter wave radar or an ultrasonic sensor.
  • the turning amount detecting means 10 includes a current position measuring means for measuring the current position of the vehicle and a map information storing means for storing road shape data, and a route can be estimated based on the current position and the map information. it can. For example, using the function of the car navigation system GPS (G 1 ob 1
  • the position of the route is indicated by a sign (Maichiichi) on the road, or the current position is determined by communication with a wireless communication means provided on the road (road-to-vehicle communication). It is possible to get it.
  • the turning amount detection means 10 includes sign detection means for detecting a sign medium installed on the road from the vehicle, and can estimate the course based on the information on the sign. This does not store map information on its own as in the previous example, but allows the sign medium to show the data such as the road shape and curvature directly. It is also possible to acquire evenings.
  • sign detection means for detecting a sign medium installed on the road from the vehicle, and can estimate the course based on the information on the sign. This does not store map information on its own as in the previous example, but allows the sign medium to show the data such as the road shape and curvature directly. It is also possible to acquire evenings.
  • control is performed using the cornering power as the turning state quantity.
  • the steering amount that is the command value of the turning amount is output from the turning amount detection means 10.
  • the required cornering force estimation means (required state quantity estimation means) 1 3 2 Determine the required turning amount of the driver using the reference vehicle body motion model 1 3 4 representing the reference vehicle characteristics, and the necessary cornering force is determined by the centrifugal force acting on the vehicle weight center point derived from the required turning amount and the vehicle speed. calculate.
  • the upper limit of the slip angle is determined as the target slip angle 1 3 1 as the control target value, and the above-mentioned cornering force is set to the target slip angle in the target cornering power calculation procedure 1 3 3.
  • the target cornering power is determined.
  • the actual turning state quantity detection means 12 calculates the actual cornering power.
  • Actual turning state quantity detection means 1 2 1 Acquires information such as turning acceleration, angular velocity, rudder angle, etc. by each sensor in the turning prediction unit 1 2 2 as a state estimation means based on, for example, a vehicle motion model
  • the cornering power is calculated by estimating the actual cornering force and body slip angle by the state estimator.
  • the acceleration / deceleration calculation means 14 calculates the acceleration / deceleration so as to reduce the deviation.
  • the acceleration / deceleration calculation means 1 4 calculates the required wheel load from the target cornering power in the tire load calculation procedure 1 4 1, and then the vehicle body movement inverse model 1 4 2 Is calculated.
  • the tire load calculation procedure 1 4 1 is preferably a table storing the exact relationship between cornering force and wheel load.
  • the vehicle body motion inverse model 1 4 2 can also be realized with the table of load movement and acceleration / deceleration in addition to the rotational motion model around the pitch axis described in Fig. 6.
  • Figure 7 shows an example of the inverse body motion model.
  • the contents of Fig. 3 and Fig. 5 can be shown three-dimensionally as shown in Fig. 7.
  • Fig. 7 shows a storage device (Fig. 7) with the load in one axis, the slip angle in one axis, the cornering force in the other — axis, and the relationship between the three as a tire characteristic map. (Not shown).
  • the target shot rate and the target lateral acceleration to perform the desired turning motion (eg, dual steer) from the steering angle and vehicle speed by the driver's operation.
  • the steering angle of the wheel can be controlled so as to realize
  • the rudder angle control device sets the rudder angle according to the required slip angle determined by the required lateral force and the cornering power of the tire so as to follow the required lateral force. In this case,
  • the acceleration / deceleration calculated in this way executes acceleration / deceleration according to the acceleration / deceleration input by the brake or drive unit of the braking / driving amount control means 15.
  • the tire characteristics are changed by the load movement of the front and rear wheels caused by the pitching due to acceleration / deceleration, and as a result, a method that enables the amount of turning state to follow a desired target value is provided.
  • the control method based on the steering amount has been described, but it can also be applied to the control of the embodiment based on the course prediction.
  • rear wheel steering can also be applied to a steer-by-wire vehicle with only a slight change in steering amount handling.
  • Figure 8 shows the relationship between the detected value and the command value when actual control is performed.
  • steering angle, yorate, braking force command, driving force command ground load applied to the front wheel (front wheel load), ground load applied to the rear wheel (rear wheel load)
  • the change with time is shown in the graph.
  • the cornering power of the front wheels is insufficient because the cornering force of the front wheels is insufficient.
  • the front wheel load increases (or decreases the driving force command), the front wheel load increases.
  • the rear wheel cornering force is insufficient and the rear wheel cornering power is increased to increase the rear wheel cornering power.
  • the rear wheel load increases by increasing the driving force command (or decreasing the braking force command) to increase the wheel load.
  • the load on the front and rear wheels is graphed.
  • the amount of strain due to the strain sensor attached to the suspension stroking suspension arms has a correlation with the wheel load, and similar changes are observed.
  • FIG. 9 shows the case where the above-described control method is applied to a wire vehicle that electrically controls braking and steering.
  • the steering amount detection means 10 is connected to the handle 65. Detecting the steering amount, vehicle speed detection means 1
  • the brake pedal 6 4 is connected to the drive control means 15 which is a controller of the brake-by-wire device via the pedal force sensor 6 3, and brakes of each wheel 6 1 a to 6 1 d Connected to.
  • the steering amount is connected to the controller 60, which incorporates the control method described above and is connected to the steering device actuator 62 to control the steering of the wheel.
  • the brake device as well as the steering device can be controlled freely regardless of the driver's operation.
  • the vehicle slip angle is controlled by the slip angle
  • the vehicle slip The steering amount of the steered wheel can be corrected so that the steering amount is commensurate with the angle.
  • cornering force of tires is generated efficiently by cornering power control, it prevents overcutting by driver operation. Therefore, the turning amount can be corrected.
  • Example 2 it has the same mode as Example 1, but in this embodiment, when the vehicle turns, it is determined from the steering amount and the estimated course before or after the driver steers.
  • the braking operation is started so as to obtain an optimal front-rear load distribution according to the magnitude of the turn measured, and the braking operation is continued until at least the steering operation is started.
  • the system is characterized in that the vehicle body angular velocity at the beginning of turning can be quickly started up by continuing until the vehicle shifts to.
  • the purpose of this embodiment is to improve the sensibility of the driver and improve the sense of security and reliability of the steering operation by enhancing the response of the vehicle body rotation at the beginning of turning of the steering.
  • Deceleration is determined based on the increase in front wheel cornering power to achieve the desired turning transient characteristics.
  • the magnitude of the turn is known in advance by the course prediction means, it is possible to operate most effectively because the front-rear load distribution is already optimized when the steered wheels are steered.
  • the period in which the front / rear load distribution control is required is from the start of steering until the vehicle shifts to a stable steady turn, so that the vehicle speed will not be significantly reduced even if the braking operation is performed.
  • the load fluctuation changes with the time constant of the movement around the pitch axis of the vehicle body due to the constant of the front and rear suspension, and the load does not return immediately even after braking is completed, so the period of braking operation is further Can be limited to.
  • the tire characteristics are changed by the load movement of the front and rear wheels caused by the pitching due to acceleration and deceleration, and the wheels are grounded by braking and driving so as to follow the target turning state amount according to the driver's steering input.
  • the cornering force is applied to the grounding load by the movement of the grounding load of each wheel by braking / driving so that the target cornering force corresponding to the steering input of the driver can be generated.
  • the cornering power can be increased and stable turning can be performed with a small slip angle.
  • the vehicle turning posture is changed by moving the ground load of each wheel by braking / braking so as to follow the target slip angle according to the driver's steering input.
  • the slip angle By changing the slip angle, stable turning can be performed.
  • the turning posture of the vehicle is changed by the load movement of the ground load of each wheel by braking / driving so as to follow the target turning state amount corresponding to the turning motion predicted from the forward course,
  • the turning state amount can be optimized before starting the turning motion, and natural and stable turning can be performed.
  • special preparation is made on the road surface side by predicting the turning motion using the forward course captured by the camera image and setting the target turning state amount corresponding to the turning motion. It is possible to optimize the load distribution of each wheel before starting the turning movement without any problem.
  • the turning motion is predicted using the forward course stored on the map, and the target turning state amount is set in accordance with the predicted turning motion, so that the turning can be performed in a simple and highly stable manner. It is possible to optimize the load distribution on each wheel before starting the exercise.
  • the load on each wheel before starting the turning motion in a simple and highly stable manner Allocation can be optimized.
  • the ground load of each wheel by braking / driving is generated. By distributing the ground load to the wheels that require the cornering force, the cornering force can be increased.
  • the driver's intention is achieved without correcting the steering angle by correcting the steering amount of the steered wheels so that the steering amount corresponds to the vehicle slip angle as a control result.
  • the turning transient characteristics at the initial stage of steering, especially the response of the vehicle body rotation at the beginning of steering, can be effectively improved. Improvements can be made.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Regulating Braking Force (AREA)

Abstract

Dispositif de contrôle de déplacement et procédé de contrôle pour un véhicule, capable de supprimer la baisse de stabilité de déplacement du véhicule tout en respectant la volonté du conducteur, de façon à ce que le dispositif et le procédé puissent opérer de façon routinière, et capable d’effectuer un contrôle des opérations du véhicule par une simple construction. Le dispositif de contrôle de déplacement pour contrôler l’assiette tournante d’un véhicule comprend des moyens de détection du montant de pilotage du véhicule par un conducteur, des moyens de détection de vitesse de véhicule pour détecter la vitesse de déplacement du véhicule, des moyens de détection de quantité d’état de virage pour détecter la quantité d’état de mouvement tournant réel du véhicule, des moyens de calcul de la quantité d’état de virage cible pour calculer la quantité d’état comme la cible du mouvement tournant du véhicule basé sur le montant de pilotage et le montant de vitesse de déplacement, des moyens de calcul d’accélération/décélération pour calculer, basé sur la différence entre la quantité d’état de tournant réel et la quantité d’état de tournant cible, l’accélération/décélération pour correction des charges au sol des roues avant et arrière telles que la divergence entre la quantité d’état de tournant réel de la quantité d’état de tournant cible soit prévenue, et des moyens de contrôle de la puissance de freinage pour augmenter/diminuer la puissance de freinage d’au moins une roue basés sur l’accélération/décélération.
PCT/JP2004/011677 2004-08-06 2004-08-06 Dispositif de contrôle d’assiette de véhicule et procédé WO2006013645A1 (fr)

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JP2006515463A JPWO2006013645A1 (ja) 2004-08-06 2004-08-06 車両姿勢制御装置および方法

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Cited By (11)

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JP2008285066A (ja) * 2007-05-18 2008-11-27 Hitachi Ltd 加加速度情報を用いた車両のヨーモーメント制御装置
JP2009292345A (ja) * 2008-06-06 2009-12-17 Fuji Heavy Ind Ltd 運転支援装置
JP2010260544A (ja) * 2010-06-21 2010-11-18 Hitachi Ltd 加加速度情報を用いた車両の運動制御方法
JP2011068254A (ja) * 2009-09-25 2011-04-07 Advics Co Ltd 車両運動制御装置
JP2011073605A (ja) * 2009-09-30 2011-04-14 Advics Co Ltd 車両の運動制御装置
KR101545836B1 (ko) 2014-07-30 2015-08-27 주식회사 만도 자동차의 자세 제어 시스템 및 제어방법
JP2016199146A (ja) * 2015-04-10 2016-12-01 日産自動車株式会社 車両の制御装置
JP2020100320A (ja) * 2018-12-24 2020-07-02 本田技研工業株式会社 車両制御装置
CN112141080A (zh) * 2020-09-08 2020-12-29 北京踏歌智行科技有限公司 一种用于矿区运输车辆防侧翻控制方法
CN115416746A (zh) * 2022-09-22 2022-12-02 清华大学 一种分布式控制装置、混动驱动挂车和汽车列车
WO2023194760A1 (fr) * 2022-04-05 2023-10-12 日産自動車株式会社 Procédé d'aide au déplacement et dispositif d'aide au déplacement

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Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008285066A (ja) * 2007-05-18 2008-11-27 Hitachi Ltd 加加速度情報を用いた車両のヨーモーメント制御装置
JP2009292345A (ja) * 2008-06-06 2009-12-17 Fuji Heavy Ind Ltd 運転支援装置
JP2011068254A (ja) * 2009-09-25 2011-04-07 Advics Co Ltd 車両運動制御装置
JP2011073605A (ja) * 2009-09-30 2011-04-14 Advics Co Ltd 車両の運動制御装置
JP2010260544A (ja) * 2010-06-21 2010-11-18 Hitachi Ltd 加加速度情報を用いた車両の運動制御方法
KR101545836B1 (ko) 2014-07-30 2015-08-27 주식회사 만도 자동차의 자세 제어 시스템 및 제어방법
JP2016199146A (ja) * 2015-04-10 2016-12-01 日産自動車株式会社 車両の制御装置
JP2020100320A (ja) * 2018-12-24 2020-07-02 本田技研工業株式会社 車両制御装置
CN111361548A (zh) * 2018-12-24 2020-07-03 本田技研工业株式会社 车辆控制***
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CN112141080A (zh) * 2020-09-08 2020-12-29 北京踏歌智行科技有限公司 一种用于矿区运输车辆防侧翻控制方法
WO2023194760A1 (fr) * 2022-04-05 2023-10-12 日産自動車株式会社 Procédé d'aide au déplacement et dispositif d'aide au déplacement
CN115416746A (zh) * 2022-09-22 2022-12-02 清华大学 一种分布式控制装置、混动驱动挂车和汽车列车
CN115416746B (zh) * 2022-09-22 2023-08-18 清华大学 一种分布式控制装置、混动驱动挂车和汽车列车

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