WO2010082288A1 - 車両状態推定装置 - Google Patents
車両状態推定装置 Download PDFInfo
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- WO2010082288A1 WO2010082288A1 PCT/JP2009/050271 JP2009050271W WO2010082288A1 WO 2010082288 A1 WO2010082288 A1 WO 2010082288A1 JP 2009050271 W JP2009050271 W JP 2009050271W WO 2010082288 A1 WO2010082288 A1 WO 2010082288A1
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- WIPO (PCT)
- Prior art keywords
- vehicle
- axle load
- center
- cornering power
- front wheel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- 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
- B60W40/12—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 parameters of the vehicle itself, e.g. tyre models
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- 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
- B60W40/12—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 parameters of the vehicle itself, e.g. tyre models
- B60W40/13—Load or weight
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- 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
- B60W40/12—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 parameters of the vehicle itself, e.g. tyre models
- B60W40/13—Load or weight
- B60W2040/1315—Location of the centre of gravity
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
- B60W2530/10—Weight
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
- B62K11/007—Automatic balancing machines with single main ground engaging wheel or coaxial wheels supporting a rider
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01G—WEIGHING
- G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
- G01G19/08—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for incorporation in vehicles
- G01G19/086—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for incorporation in vehicles wherein the vehicle mass is dynamically estimated
Definitions
- the present invention relates to an apparatus for estimating various states or motion characteristics of a vehicle such as an automobile. More specifically, the present invention relates to an apparatus capable of estimating the longitudinal position of the center of gravity of a vehicle while the vehicle is running, or is estimated. The present invention relates to an apparatus that can estimate vehicle characteristics such as axle load and cornering power of front and rear wheels from the longitudinal position of the center of gravity of the vehicle.
- the braking / driving force or steering angle of each wheel of the vehicle is controlled using a vehicle body motion or tire model so that the vehicle motion state (yawing / rolling, etc.) is stabilized.
- ABS Anti-lock Braking System
- TRC Traction Control
- the magnitude of the braking / driving force applied to the wheel is controlled.
- VSC Vehicle Stability Control
- the braking / driving force difference or steering angle of the left and right wheels of the vehicle is controlled to stabilize the movement of the vehicle in the yaw direction. Yaw moment control is achieved.
- parameters for such control are often the vehicle weight, stability factor, vehicle center of gravity, and front and rear axles. Characteristic values that vary depending on the amount and arrangement (loading state) of the load on the vehicle, such as the distance to the wheel, the load of each wheel, or the cornering power of each wheel. In the case of a typical private automobile, these parameters are approximately given as constants because there are few fluctuations in the number of passengers and load capacity of the vehicle. However, in the case of vehicles with large fluctuations in the amount and position of the load on the vehicle, such as medium to large vehicles such as trucks and buses, it depends on the load amount of the vehicle in order to enable more accurate control.
- a parameter that can be changed in a vehicle is detected during use or traveling of the vehicle, and can be used in behavior, motion or traveling control. Therefore, in the prior art, among the parameters that vary depending on the loading state of the vehicle, regarding the vehicle weight, the relationship between the driving force and the acceleration while the vehicle is traveling or the relationship between the braking force and the deceleration. It is proposed to estimate from (Patent Document 1). Further, it is known that the stability factor can be determined from detected values such as a steering angle, a yaw rate, and a vehicle speed of a running vehicle (Patent Documents 2 and 3).
- each wheel load is directly detected by using a load sensor, and the vehicle weight and the vehicle front-rear position of the vehicle center of gravity are estimated from these values.
- Devices used for behavior control have been proposed. JP 2002-333365 A JP 2004-26073 A JP-A-11-94771 JP 2005-199882 A
- the vehicle weight and the stability factor can be determined in the running vehicle by the research and development of the inventors of the present invention, the vehicle is one of the parameters that vary depending on the loading state of the vehicle. It has been found that the position of the center of gravity in the front-rear direction is estimated, and that it is possible to estimate the axle load at the front and rear wheels or the cornering power at the front and rear wheels.
- one object of the present invention is to provide a vehicle state estimation device that can estimate the longitudinal position of the center of gravity of the vehicle without directly detecting the load applied to the front and rear axles even while the vehicle is running. .
- Another object of the present invention is the vehicle state estimation apparatus as described above, which estimates the axle load of the front and rear wheels or the cornering power at the front and rear wheels by using the estimated longitudinal position of the center of gravity of the vehicle. It is to provide a device that can do this.
- the stability factor (KH) used to describe vehicle motion characteristics is vehicle weight M, wheelbase L, distance Lf from the front wheel axis to the vehicle center of gravity, and rear wheel axis. It is known that this is a function of the distance Lr to the center of gravity of the vehicle, the cornering power Kf of the front wheel tire, and the cornering power Kr of the rear wheel tire (the front and rear wheel cornering power is a value in a so-called two-wheel model). .
- Kf ⁇ f (Mf) (2a);
- Kr ⁇ r (Mr) (2b)
- the vehicle state estimation device includes the vehicle weight value, the stability factor value, the relationship between the front wheel axle load and the front wheel cornering power, and the rear wheel axle load.
- the center of gravity position in the front-rear direction of the vehicle is estimated based on the relationship between the rear wheel cornering power and the rear wheel cornering power.
- the relationship between the front wheel axle load and the front wheel cornering power and the relationship between the rear wheel axle load and the rear wheel cornering power can be obtained in advance (see the column of the embodiment).
- the position of the center of gravity in the longitudinal direction of the vehicle can be determined while the vehicle is running without directly detecting the axle load of the front and rear wheels, that is, without requiring a load sensor. It is possible to estimate.
- the vehicle weight value and the stability factor value at the present time or when the vehicle is used or when traveling are determined by a known method, for example, the method described in Patent Document 1 or 2. It may have been estimated or determined by The relationship between the front wheel axle load and the front wheel cornering power and the relationship between the rear wheel axle load and the rear wheel cornering power, that is, the forms of the functions ⁇ f and ⁇ r in the equations (2a) and (2b) are the tires used for each wheel. Therefore, it is obtained experimentally or theoretically in advance.
- the relationship between the front wheel axle load and the front wheel cornering power and the relationship between the rear wheel axle load and the rear wheel cornering power are respectively determined by the group of values of the front wheel cornering power with respect to the previously determined front wheel axle load and the previously determined value. It may be determined from a group of values of the rear wheel cornering power with respect to the wheel axle load.
- the relationship between the front wheel axle load and the front wheel cornering power is a relationship obtained by approximating the front wheel cornering power as a quadratic function of the front wheel axle load, and the rear wheel axle load.
- the rear wheel cornering power may be configured to be obtained by approximating the rear wheel cornering power as a quadratic function of the rear wheel axle load.
- the constant coefficient that defines the relationship between the axle load and the cornering power for the front and rear tires can be determined in advance.
- the front and rear wheels It is only necessary to store the constant coefficients af, bf, cf, ar, br and cr in the equations (2c) and (2d) as the relationship between the respective axle loads and the front wheel cornering power.
- the storage capacity of the apparatus can be reduced, and the center-of-gravity position in the longitudinal direction of the vehicle can be estimated with high accuracy.
- the approximate expression is not limited to a quadratic function, and may be obtained by other methods such as polynomial approximation and logarithmic approximation.
- the position of the center of gravity in the front-rear direction of the vehicle may be estimated using the function ⁇ of the equation (6) determined by using. In this case, the order of Lf or Lr in equation (5) is lowered, the configuration of equation (6) is simplified, and this is advantageous in that the calculation load when calculating Lf or Lr is reduced.
- the relation between the axle load of the front and rear wheels and the cornering power (that is, obtained as a function of the axle load).
- the accuracy of the estimated cornering power depends on the axle load to which the first-order approximation is applied and the corresponding range of cornering power values. Fluctuate.
- the region should be as close as possible to the true axle load. It is desirable to use a relationship approximately obtained from a group of axle load values and cornering power values corresponding to the axle load values.
- the provisional vehicle in the longitudinal direction is based on the vehicle weight.
- the center of gravity position is determined
- the provisional front wheel axle load value and the provisional rear wheel axle load value are determined from the provisional center of gravity position, and the relationship between the front wheel axle load and the front wheel cornering power is approximately centered on the provisional front wheel axle load value.
- the relationship obtained by approximating the front wheel cornering power as a linear function of the front wheel axle load in a predetermined front wheel axle load range is used, and the relationship between the rear wheel axle load and the rear wheel cornering power is used as a provisional rear wheel axle.
- the relationship obtained by approximating the rear wheel cornering power as a linear function of the rear wheel axle load in a predetermined range of the rear axle load around the load value is used as a vehicle. May be such longitudinal direction at the center of gravity position is estimated for.
- the true axle load values of the front and rear wheels vary greatly depending on the vehicle weight. Accordingly, the axle load values of the front wheels and the rear wheels are tentatively determined according to at least the current vehicle weight, and the axle load value and the cornering power in the vicinity of the provisional values (that is, the predetermined axle load range).
- the center-of-gravity position in the front-rear direction of the provisional vehicle is assumed to be the vehicle weight and the vehicle load. It may be determined based on the arrangement. In general, the position where a vehicle load is arranged can be assumed to some extent depending on the shape or type of the vehicle. Therefore, the position of the center of gravity in the front-rear direction of the provisional vehicle can be determined by considering the vehicle weight and the assumed arrangement of the vehicle load.
- the position of the center of gravity in the front-rear direction of the provisional vehicle is based on the vehicle weight and the vehicle steering response characteristic. May be determined.
- the steering response characteristic of the vehicle depends on the moment of inertia of the vehicle. The moment of inertia of the vehicle depends on the weight of the vehicle and the arrangement of the load on the vehicle, and therefore the position of the center of gravity of the vehicle. Therefore, the approximate position of the center of gravity of the vehicle can be determined based on the vehicle weight and the vehicle steering response characteristic, and therefore, the position of the center of gravity in the longitudinal direction of the provisional vehicle can be determined.
- the estimated center-of-gravity position in the longitudinal direction of the vehicle is estimated through the determination of the center-of-gravity position in the front-rear direction of the provisional vehicle
- the estimated center-of-gravity position is more accurate than the provisional center-of-gravity position. Is expected to be higher. Therefore, the value of the estimation result of the center of gravity position is set again to the center of gravity position in the longitudinal direction of the provisional vehicle, the relationship between the axle load and the cornering power of each of the front and rear wheels is determined, and the relationship is again used using these relationships. If the calculation of the center of gravity position in the longitudinal direction of the vehicle is performed, it is expected that an estimated center of gravity position with higher accuracy, that is, closer to the true center of gravity position can be obtained.
- the estimated center-of-gravity position in the front-rear direction of the vehicle is set as the center-of-gravity position in the front-rear direction of the new provisional vehicle, and the new provisional center-of-gravity position is determined.
- a new provisional front wheel axle load value and a new provisional rear wheel axle load value are determined. In this range, a relationship obtained by approximating the front wheel cornering power as a linear function of the front wheel axle load is used, and a new provisional rear wheel axle load value is obtained as a relationship between the rear wheel axle load and the rear wheel cornering power.
- the relationship obtained by approximating the rear wheel cornering power as a linear function of the rear wheel axle load in the range of the predetermined rear wheel axle load about the center is used in the longitudinal direction of the vehicle.
- Center of gravity may be such be estimated.
- the center-of-gravity position estimation calculation performed by setting the estimated center-of-gravity position in the front-rear direction of the vehicle to the position of the center of gravity in the front-rear direction of the new provisional vehicle may be repeatedly executed. (Convergence calculation).
- the convergence calculation of the estimation of the center of gravity position allows the relationship between the axle load and the cornering power to be determined more accurately when the difference between the temporary center of gravity position and the estimated center of gravity position becomes sufficiently small. It is expected that therefore, in the apparatus of the present invention, the center-of-gravity position estimation calculation in the front-rear direction of the vehicle is further performed by calculating the center-of-gravity position in the front-rear direction of the provisional vehicle (or the front-rear direction of the new provisional vehicle). It may be repeatedly executed until the magnitude of the difference between the estimated center of gravity position) and the center of gravity position in the longitudinal direction of the vehicle becomes smaller than a predetermined size.
- the current axle load values of the front wheels and the rear wheels are obtained from the relationship of the expressions (3a) and (3b).
- the current cornering power values of the front wheels and the rear wheels are obtained from the relationship of the expressions (2a) and (2b). Therefore, in another aspect of the apparatus of the present invention described above, the front wheel axle load value, the rear wheel axle load value, the front wheel cornering power value, and the front wheel axle load value based on the estimated position of the center of gravity in the longitudinal direction of the vehicle, At least one of the rear wheel cornering power values may be estimated. This makes it possible for any vehicle behavior / motion / running control that uses characteristic values that vary depending on the loading state of the vehicle, such as the values listed above, without requiring a sensor to directly detect the axle load. It is expected to be executable with higher accuracy.
- the estimated center-of-gravity position guard process that is, due to some trouble (for example, when the vehicle weight value or the stability factor value cannot be obtained accurately)
- Measures may be taken to avoid that the result of the estimated center of gravity position deviates significantly from the true position.
- the load weight (load weight) is calculated from the vehicle weight value, and the load having the calculated load weight is disposed at the limit of the range in which the load can be disposed (for example, at the foremost part or the last part of the loading platform).
- the current center of gravity position is The threshold.
- the estimated centroid position or a parameter derived based on the centroid position can be used for any vehicle behavior / motion / travel control while the error of the estimated centroid position result is excessively large. It is avoided that it is used.
- the center of gravity in the longitudinal direction of the vehicle estimated as the center of gravity position in the longitudinal direction of the provisional vehicle (or the center of gravity position in the longitudinal direction of the new provisional vehicle). Even if the magnitude of the difference from the position does not become smaller than the predetermined size, such calculation is performed when (a) the calculation is repeated a predetermined number of times, and (b) the estimated center-of-gravity position in the longitudinal direction of the vehicle is When it does not converge to a certain position (Lf or Lr does not increase or decrease monotonously), or (c) when the estimated center of gravity position in the longitudinal direction of the vehicle deviates from the range defined by the center of gravity position threshold It may come to an end.
- the vehicle center of gravity can be measured even during the traveling of the vehicle. It is possible to estimate the position in the front-rear direction and the like. With this feature, it is expected that the behavior / motion / running control of an arbitrary vehicle can be executed with higher accuracy even if the loading state of the vehicle greatly varies depending on the use state.
- FIG. 1A is a schematic diagram of a vehicle on which a vehicle state estimation device according to a preferred embodiment of the present invention is mounted (arrows indicate cornering forces Kf ⁇ ⁇ f and Kr ⁇ ⁇ r generated during turning of the vehicle). ( ⁇ f and ⁇ r are the slip angles of the front and rear wheels, respectively.)
- FIG. 1B shows the internal configuration of a vehicle state estimation apparatus which is a preferred embodiment of the present invention in the form of control blocks.
- FIG. 2 shows the processing flow of the vehicle state estimation apparatus of the present invention in the form of a flowchart.
- FIG. 1A is a schematic diagram of a vehicle on which a vehicle state estimation device according to a preferred embodiment of the present invention is mounted (arrows indicate cornering forces Kf ⁇ ⁇ f and Kr ⁇ ⁇ r generated during turning of the vehicle). ( ⁇ f and ⁇ r are the slip angles of the front and rear wheels, respectively.)
- FIG. 1B shows the internal configuration of a vehicle state estimation apparatus which is a preferred embodiment
- FIG. 3 is a schematic diagram of the vehicle representing the positions S_min and S_max of the center of gravity of the load that is assumed when the threshold value of the center of gravity position in the front-rear direction of the vehicle is determined.
- the side wall of the loading platform 14 is indicated by a broken line.
- Fig. 4 shows experimentally obtained plots of cornering power data values for front and rear axle loads (white spots and black spots), their quadratic approximations ⁇ f (II) and ⁇ r (II) and their linear approximations.
- FIG. 6 is a graph showing the expressions ⁇ f (I) and ⁇ r (I) . The approximate expression is obtained from data over the entire range of axle load values assumed when the vehicle is used.
- FIG. 4 shows experimentally obtained plots of cornering power data values for front and rear axle loads (white spots and black spots), their quadratic approximations ⁇ f (II) and ⁇ r (II) and their linear approximations.
- FIG. 6 is a
- FIG. 5A shows the processing in one embodiment (examples 3 and 4) of step 40 in FIG. 2 in the form of a flowchart.
- FIG. 5B shows the position of the load S assumed when determining the center of gravity Go of the vehicle body and the provisional longitudinal center of gravity, and the center of gravity G_pro of the vehicle tentatively determined thereby.
- FIG. 6 is the same as FIG. 4 showing the primary approximate expressions ⁇ f (I) _pro and ⁇ r (I) _pro for the data in the range near the axle load value determined based on the provisional center of gravity position G_pro of the vehicle.
- FIG. 7 shows a map that gives the provisional front wheel shaft-center-of-gravity distance Lf_pro using the loaded weight Ms and the steering response time constant coefficient Tp as variables.
- An arrow indicates a change in the length of Lf_pro, and a dotted line indicates an isometric line.
- FIG. 8 shows the processing in one embodiment (Example 5) of Step 40 in FIG. 2 in the form of a flowchart.
- FIG. 9 is a 3D map that gives the distance Lf between the front wheel shaft and the center of gravity using the vehicle weight M and the stability factor KH used in the processing in one embodiment (Example 6) of Step 40 of FIG. It is expressed in the form of a graph.
- FIG. 1A is a schematic diagram of an apparatus in which a preferred embodiment of a vehicle state estimation apparatus according to the present invention for estimating the center of gravity position of a vehicle such as an automobile, the axle loads of front and rear wheels, and cornering power is mounted. 10 is shown.
- the vehicle 10 may be any known type of vehicle, and includes a pair of front wheels 12f and a pair of rear wheels 12r, and a loading platform 14 on which an arbitrary load S is placed.
- the truck is illustrated as a truck having a loading platform whose upper part is open at the rear of the vehicle.
- the vehicle on which the vehicle state estimation device of the present invention is mounted is located behind the box-shaped loading platform.
- the vehicle may have a truck, a vehicle having a loading platform in front, a bus, and a vehicle on which any other load can be loaded.
- the vehicle state estimation device of the present invention it is possible to estimate the position of the center of gravity in the longitudinal direction of the vehicle, the axle load of the front wheels and the rear wheels, and the cornering power while using or traveling the vehicle without using the axle load sensor. Tried.
- the stability factor KH is often used as one of the indices for describing the turning motion characteristics of a vehicle, as described in the “Disclosure of the Invention” section.
- M is a vehicle weight
- L is a wheel base (distance between front and rear axles)
- Lf and Lr are distances from the front wheel axis and the rear wheel axis to the position of the center of gravity G of the vehicle 10, respectively. It is.
- Kf and Kr are cornering powers of the front wheels and the rear wheels (in the case of a two-wheel model), respectively, and cornering forces (Kf ⁇ ⁇ f) generated between the front and rear wheels and the road surface during the turning of the vehicle 10. , Kr ⁇ ⁇ r).
- Lf (or Lr) is calculated using the vehicle weight M and stability factor KH obtained or obtained by any known method, and then Lr (or Lf), Axle loads Mf and Mr of front wheels and rear wheels, and cornering powers Kf and Kr of front wheels and rear wheels are calculated.
- FIG. 1B shows the configuration of a vehicle state estimation device and peripheral devices according to one embodiment of the present invention in the form of a block diagram.
- the apparatus of this embodiment is an electronic control device or a computer (a CPU, a ROM, a RAM, and an input / output port device connected to each other by a bidirectional common bus) mounted on a vehicle such as an automobile. May be realized by operation according to a program.
- the apparatus of the present invention includes a vehicle longitudinal center-of-gravity position estimating unit 50, a data memory 50a storing data representing the relationship between cornering power and axle load of the front and rear wheels, and a vehicle weight estimating unit 50b. And a stability factor estimating unit 50c.
- the vehicle weight estimation unit 50b is typically detected by a braking / driving force value (or a throttle opening, a brake pressure, etc. for estimating this) during traveling of the vehicle and a longitudinal acceleration sensor or the like.
- the current weight M of the vehicle is estimated by any known method (for example, the method described in Patent Document 1).
- the stability factor estimator 50c uses the yaw rate value, the vehicle speed value, the steering angle value, the lateral acceleration value, and the like to use the current arbitrary method (for example, the method described in Patent Document 2).
- a stability factor value KH is estimated.
- the data memory 50a is a function coefficient or is obtained experimentally (or theoretically) in advance, depending on the form of the function representing the relationship between the cornering power and the axle load in the embodiment described later.
- a data group of a set of cornering power values and axle load values is stored.
- the vehicle front-rear direction center-of-gravity position estimation unit 50 appropriately reads the vehicle weight M, the stability factor value KH, and the coefficient or data group of the function representing the relationship between the cornering power and the axle load in the manner described later.
- Rear wheel shaft-center-of-gravity distances Lf, Lr, axle loads Mf, Mr, cornering powers Kf, Kr are sequentially calculated, and the calculated result values can be used in an arbitrary motion control device 60 or the like.
- the steering response time constant coefficient Tp is estimated for the purpose of use in one of the embodiments described in detail later, and the value is output to the vehicle longitudinal direction center of gravity position estimation unit 50.
- the part 50d may be provided.
- FIG. 2 shows the configuration of the arithmetic processing in the vehicle longitudinal direction center-of-gravity position estimation unit 50 in the form of a flowchart.
- the illustrated process may be repeatedly executed for a predetermined period while the vehicle is traveling.
- vehicle longitudinal center-of-gravity position estimating unit 50 first acquires vehicle weight M and stability factor value KH (steps 10 and 20).
- vehicle weight M it is assumed that the “vehicle longitudinal center-of-gravity position threshold value”, that is, the load calculated from the vehicle weight M is placed at the forefront or rearmost of the loadable bed portion.
- the distances Lf_min and Lf_max between the front wheel axis and the center of gravity of the vehicle are calculated (step 30).
- the threshold values Lf_min and Lf_max are used for guard processing of the estimated value Lf of the distance between the front wheel axis and the center of gravity of the vehicle obtained by using the vehicle weight M and the stability factor KH. Then, estimated values of the front wheel shaft-center of gravity distance Lf and the rear wheel shaft center-of-gravity distance Lr (vehicle front-rear direction center of gravity position) are calculated by any of the modes described in detail below (step 40), and the front wheel axle load is calculated. Mf, rear wheel axle load Mr, front wheel (equivalent) cornering power Kf, and rear wheel (equivalent) cornering power Kr are calculated (steps 50 and 60). Hereinafter, the arithmetic processing of each step will be described in detail.
- the vehicle weight M and the stability factor value KH may be values estimated in any known format.
- the vehicle weight M is, for example, the relationship between the generated driving force (F) and the acceleration ( ⁇ ) of the vehicle when the vehicle is accelerated or decelerated during straight running (or the relationship between the generated braking force and the deceleration).
- F generated driving force
- ⁇ acceleration
- R running resistance
- the stability factor value KH is simply calculated from the yaw rate ⁇ , the steering angle ⁇ , and the vehicle speed V during steady turning of the vehicle.
- KH ⁇ (V ⁇ ⁇ / L ⁇ ⁇ ) ⁇ 1 ⁇ / V 2 (9) )
- it may be estimated in consideration of a first-order delay with respect to the steering angle of the yaw rate, and such a case also belongs to the scope of the present invention.
- step 30 Calculation of vehicle longitudinal direction center of gravity position threshold (step 30)
- the position of the center of gravity in the vehicle longitudinal direction is estimated using the vehicle weight M and the stability factor KH.
- the accuracy of the vehicle weight M and the stability factor KH used as the variable parameters is low, or when those temporary values described later are used, the estimated vehicle longitudinal center-of-gravity position is excessively the true position. It can happen that you are off the ground. Therefore, when the weight of the load is determined, a range of the center of gravity position in the vehicle front-rear direction, that is, a threshold value, is calculated from the configuration of the loading platform and the weight of the load.
- the weight Mo of the vehicle when not loaded is the weight of the vehicle including the weight of only the vehicle main body, the weight of the vehicle including the weight of the driver, or the weight of the actual number of passengers.
- the actual number of passengers is detected by the seating sensor or seat belt switch, and the weight value obtained by multiplying the average weight value by that number is the vehicle body only. (It may be added to the weight.)
- the distance between the front wheel shaft and the center of gravity Lf_max is calculated by the following equation.
- Lf_min (Mo ⁇ Lfo + Ms ⁇ Lf_Smin) / M (11)
- Lf_max (Mo ⁇ Lfo + Ms ⁇ Lf_Smax) / M (12)
- Lf_Smin is the front-rear direction distance between the front wheel axis and the position Smin
- Lf_Smax is the front-rear direction distance between the front wheel axis and the position Smax
- Lfo is the center of gravity Go and the front wheel axis of the vehicle excluding the load. The distance in the front-rear direction.
- the front wheel axle-center of gravity distance Lf calculated in step 40 below is: Lf_min ⁇ Lf ⁇ Lf_max (13) It is expected that the above condition will be satisfied, and if it deviates from the range [Lf_min, Lf_max], Lf will be set to Lf_min or Lf_max.
- the only variable parameter is Ms. Accordingly, maps of Lf_min and Lf_max using the loaded weight Ms as a variable are prepared and referred to in step 30 instead of calculating equations (11) and (12) as needed. Also good.
- Example 1-Case where the relationship between axle load and cornering power is expressed by a quadratic function equation The graph of FIG. 4 shows a plot of data values of cornering power versus axle load obtained experimentally.
- white circles indicate values for the front wheels of a single tire
- black circles indicate values for the rear wheels of a double tire.
- the cornering power value is expressed by a quadratic function expression of axle loads Mf and Mr as indicated by alternate long and short dash lines ⁇ f (II) and ⁇ r (II) in FIG.
- the constant coefficients af, bf, cf, ar, br, cr in the equations (14a), (14b) are calculated from the data values of the cornering power with respect to the axle load obtained experimentally in advance, and the least square method or any other arbitrary value. It may be determined using a quadratic approximation technique.
- the constant coefficients af, bf, cf, ar, br, cr in the equations (14a) and (14b) calculated in advance are stored in the data memory, and when step 40 is executed, It may be read out.
- description of the specific expression of Formula (6a) is abbreviate
- a quadratic function of axle load is used as an expression representing the relationship between axle load and cornering power.
- the structure of the function ⁇ in Expression (6a) becomes complicated, and the calculation load increases.
- the cornering power value is expressed as a linear function of the axle load as shown by the solid lines ⁇ f (I) and ⁇ r (I) in FIG. 4 as equations (2a) and (2b).
- Lf is calculated by the equation (6) obtained by using.
- Lf (L / 2) ⁇ (KH ⁇ L ⁇ af ⁇ M ⁇ ar-KH ⁇ L ⁇ af ⁇ br + KH ⁇ L ⁇ bf ⁇ ar + af ⁇ M + bf-ar ⁇ M + br + (2br ⁇ bf + KH 2 ⁇ L 2 ⁇ af 2 ⁇ br 2 -2KH ⁇ L ⁇ af ⁇ br 2 + KH 2 ⁇ L 2 ⁇ bf 2 ⁇ ar 2 + 2KH ⁇ L ⁇ bf 2 ⁇ ar-2bf ⁇ ar ⁇ M + 2ar ⁇ M ⁇ br + af 2 ⁇ M 2 + bf 2 + ar 2 ⁇ M 2 + br 2 + KH 2 ⁇ L 2 ⁇ af 2 ⁇ M 2 + 2KH 2 ⁇ ⁇ af 2 ⁇ M 2 + bf 2 + ar 2 ⁇ M 2 + br 2 + KH 2 ⁇ L 2 ⁇ af 2
- Example 3 When the relationship between the axle load and the cornering power is expressed by a linear function using the provisional vehicle longitudinal center of gravity position, the center of gravity position of the vehicle varies greatly depending on the actual loaded weight. Therefore, if the relationship between the axle load and the cornering power is expressed by a first-order approximation expression as in Example 2 above without considering the loaded weight, the calculated front wheel shaft-center-of-gravity distance Lf depends on the actual loaded weight. Accuracy may be reduced. In fact, there are portions where the magnitude of the difference between ⁇ f (II) and ⁇ f (I) or ⁇ r (II) and ⁇ r (I) in FIG.
- the range of the data value of the cornering power with respect to the axle load obtained experimentally in advance, which is used when the relationship between the axle load and the cornering power is expressed by a first-order approximation formula is the actual load weight.
- FIG. 5A shows the processing of step 40 in the present embodiment in more detail in the form of a flowchart.
- a provisional when assuming a state S_pro in which an actual load is placed at an appropriate position of the loading platform (for example, the center of the loading platform).
- a vehicle longitudinal center-of-gravity position G_pro is determined (step 41). Specifically, for example, assuming that the center of gravity of the actual load is located substantially at the center of the loading platform (assuming the front wheel shaft-loading center distance Lf_Spro), the provisional front wheel shaft-center-of-gravity distance Lf_pro, The distance Lr_pro between the wheel axis and the center of gravity is determined by the following equation.
- Lf_pro (Mo ⁇ Lfo + Ms ⁇ Lf_Spro) / M (17a)
- Lr_pro L ⁇ Lf_pro (17b)
- Mf_pro M ⁇ Lr_pro / L (18a)
- Mr_pro M ⁇ Lf_pro / L (18b)
- the provisional front wheel load Mf_pro and the provisional rear wheel load Mr_pro obtained as described above are set to a predetermined range about the center, for example, ⁇ 100 kg, and the corresponding cornering power data values are obtained.
- the relational expression between the cornering power and the axle load in the form of equations (15a) and (15b), that is, constant coefficients af, bf, ar, and br are determined (step 43).
- the constant coefficient is preliminarily stored in the data memory 50a, and the provisional front wheel axle load Mf_pro is selected from a group of cornering power data values with respect to axle load values over the entire range of axle loads assumed during use of the vehicle.
- a group of data values in a predetermined range about the provisional rear wheel axle load Mr_pro may be read out, and may be determined from these data value groups using a least square method or any other first-order approximation method.
- the range used for the primary approximation is limited to a predetermined range, and therefore the difference between the actual data value or the quadratic expressions ⁇ f (II) and ⁇ r (II). It is expected that the accuracy of the relational expression between the cornering power and the axle load in the formulas (15a) and (15b) will be improved.
- the front wheel shaft-center-of-gravity distance Lf is calculated from the obtained constant coefficients af, bf, ar, br, the vehicle weight M, and the stability factor KH using equation (16).
- the center-of-gravity position of the load at the time of determining the provisional center-of-gravity position is not limited to the center of the loading platform and may be arbitrarily set, and such a case also belongs to the scope of the present invention.
- the center of gravity position of the load when the provisional center of gravity position is determined may be set based on the structure of such a loading platform.
- Example 4-Case where the relationship between axle load and cornering power is expressed by a linear function expression using the provisional vehicle longitudinal center of gravity position determined from the steering response characteristics The provisional vehicle longitudinal center of gravity determined as in Example 3
- the temporary vehicle longitudinal center of gravity position G_pro is as close as possible to the true center of gravity position. It is preferable.
- the provisional vehicle longitudinal direction gravity center position G_pro refers to the steering response characteristic of the vehicle. Determined.
- the steering response time constant coefficient Tp estimated by the steering response time constant coefficient estimation unit 50d in any known manner may be used.
- the provisional front wheel shaft-center-of-gravity distance Lf_pro is determined using a map obtained in advance as shown in FIG. 7 using the steering response time constant coefficient Tp and the loaded weight Ms as parameters.
- the steering response time constant coefficient Tp increases as the loading weight Ms increases as illustrated in FIG. It is understood that the center of gravity of the entire vehicle moves rearward and the front wheel shaft-center of gravity distance Lf becomes longer.
- Example 5 When determining a linear function expression representing the relationship between axle load and cornering power by convergence calculation As in Example 3 or Example 4, determination of the provisional front wheel axle-center of gravity distance Lf_pro and axle load using the same The distance Lf between the front wheel axis and the center of gravity estimated from the equation (16) through the determination of the linear function expression representing the relationship between the cornering power and the cornering power is a true front wheel axis-center of gravity distance than the provisional front wheel axis-center of gravity distance Lf_pro. It is expected to be a value close to Lf.
- the estimated front wheel axis-center-of-gravity distance Lf is set as the provisional front wheel axis-center-of-gravity distance Lf_pro, and the axle using the newly set provisional front wheel axis-center-of-gravity distance Lf_pro.
- FIG. 8 shows the process of step 40 in the present embodiment in more detail in the form of a flowchart.
- the first provisional front wheel shaft-center-of-gravity distance Lf_pro is determined as described in Example 3 or Example 4 (step 41).
- provisional rear wheel axle-center of gravity distance Lr_pro, provisional front wheel axle load Mf_pro, provisional rear wheel axle load Mr_pro are determined (step 42), and constant coefficients af, bf, ar, br of equations (15a) and (15b).
- Step 43 and calculation of the distance Lf between the front wheel shaft and the center of gravity by Expression (16) (Step 44) is executed.
- the distance Lf between the front wheel shaft and the center of gravity is calculated, whether or not the difference between Lf and Lf_pro is smaller than a predetermined threshold, that is,
- the repeated execution (convergence calculation) of steps 42, 43 and 44 may be stopped even if the condition (20) is not satisfied.
- the convergence calculation is executed a predetermined number of times or more (for example, three times or more).
- the value of Lf does not monotonously increase or decrease monotonically [when the sign of the difference between the latest Lf and the previous Lf is reversed. ].
- (3) When the value of Lf deviates from the range of [Lf_min, Lf_max].
- the vehicle weight M or the stability factor value KH is not estimated, and when the vehicle weight M or the stability factor value KH is not estimated at the time of execution of step 10 or 20, for example, the start of traveling of the vehicle After that, when the linear acceleration / deceleration traveling in which the vehicle weight M can be estimated is not performed, or when the turning traveling in which the stability factor value KH can be estimated is not performed, the vehicle weight M or the stability factor value KH is set.
- Temporary values may be used.
- the provisional value of the vehicle weight M when the vehicle weight M is not estimated is the prescribed total vehicle weight, that is, the sum of the weight of the vehicle body, the capacity of the passenger, and the prescribed value of the maximum allowable load weight. (The provisional total vehicle weight is assumed to be a provisional value because the vehicle driver has difficulty in maneuvering the vehicle as the loading capacity increases.)
- the stability factor value KH when the stability factor value KH is not estimated, the provisional value of the stability factor value KH is assumed that the load is placed in the approximate center of the loading platform and the center of gravity of the loading is in the center of the loading platform. It may be calculated using equation (7).
- the front wheel shaft-center of gravity distance Lf, the rear wheel shaft-center of gravity distance Lr, and the front and rear wheel cornering powers Kf, Kr are required. Become.
- Lf (Mo ⁇ Lfo + (M ⁇ Mo) ⁇ Lfsc) / M (22a)
- Lr L ⁇ Lf (22b)
- Mo is the weight of the vehicle body (weight when there is no load)
- Lfo is the longitudinal distance from the center of gravity of the vehicle body to the front wheel axle
- Lfsc is the longitudinal distance from the center of the loading platform.
- the vehicle weight M may be the prescribed vehicle gross weight as described above when the same value is not estimated).
- cornering powers Kf and Kr of the front and rear wheels are obtained by substituting the axle load values Mf and Mr obtained by substituting the results of the expressions (22a) and (22b) into the relational expressions of the expressions (3a) and (3b), respectively. It may be calculated by substituting into the previously obtained relational expressions (14a) and (14b) of the cornering power and axle loads Mf and Mr of the front and rear wheels.
- step 40 the distance Lf between the front wheel axis and the center of gravity is calculated first, and the distance Lr between the rear wheel axis and the center of gravity is calculated, but the stability factor KH expression (7) is calculated.
- the distance between the rear wheel shaft and the center of gravity Lr is first calculated using the equation obtained by solving for the rear wheel shaft-center of gravity distance Lr, and the distance between the front wheel shaft and the center of gravity Lf is calculated from the relationship of equation (4). It may be.
- the equation (7) obtained assuming the two-wheel model is used as the equation (1) representing the relationship between the stability factor KH, the distance between the front and rear wheel shafts-center of gravity, and the cornering power.
- the equation (1) representing the relationship between the stability factor KH, the distance between the front and rear wheel shafts-center of gravity, and the cornering power.
- another expression may be used according to the structure of the vehicle, and it should be understood that such a case also belongs to the scope of the present invention.
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Abstract
Description
KH=Ψ(M,L,Lf,Lr,Kf,Kr) …(1)
の形式で表される。かかるKHの関数Ψの変数のうち、前輪タイヤのコーナリングパワーKf及び後輪タイヤのコーナリングパワーKrは、それぞれ、前輪車軸荷重Mf、後輪車軸荷重Mrの関数として、即ち、
Kf=κf(Mf) …(2a);
Kr=κr(Mr) …(2b)
の形式にて表されることが知られている。また、前輪車軸荷重Mf及び後輪車軸荷重Mrは、鉛直方向の力のモーメントの釣り合いから、
Mf=M・Lr/L …(3a)
Mr=M・Lf/L …(3b)
により与えられる。そして、L、Lf及びLrについては、
L=Lf+Lr …(4)
の関係が成り立つ。そうすると、式(2a)、(2b)、(3a)、(3b)、(4)の関係を用いて、式(1)から変数Kf、Kr及びLr(又はLf)を消去することができ、式(1)の関数は、
KH=Ψ(M,L,Lf) …(5)
[又はKH=Ψ(M,L,Lr)]
の形式に改めることが可能となる。従って、式(5)に於いて、Lf(又はLr)について解けば、Lf(又はLr)は、スタビリティファクタKH、車両重量M、ホイールベースLの関数として、即ち、
Lf=λ(KH,M,L) …(6)
[又はLr=λ(KH,M,L)]
の形式にて表される。そして、かかる式(6)からLf(又はLr)を算出することにより、車両の前後方向に於ける重心の位置が分かることとなる。つまり、車両の前後方向に於ける重心の位置は、スタビリティファクタKHと、車両重量Mと、式(2a)、(2b)の関数κf、κrの具体的な表式、即ち、前輪車軸荷重と前輪コーナリングパワーとの関係及び後輪車軸荷重と後輪コーナリングパワーとの関係とから推定することが可能となる。
Kf=κf(Mf)=af・Mf2+bf・Mf+cf …(2c);
Kr=κr(Mr)=ar・Mr2+br・Mr+cr …(2d)
と表すことができる。ここで、af、bf、cf、ar、br、crは、それぞれ定数係数である。従って、上記の本発明の装置に於いて、前輪車軸荷重と前輪コーナリングパワーとの関係が、前輪コーナリングパワーを前輪車軸荷重の二次関数として近似して得られた関係であり、後輪車軸荷重と後輪コーナリングパワーとの関係が、後輪コーナリングパワーを後輪車軸荷重の二次関数として近似して得られた関係であるよう構成されていてよい。かかる構成の場合、前輪及び後輪のタイヤについての車軸荷重とコーナリングパワーとの関係を定める定数係数は、予め求めておくことができるので、本発明の装置に於いては、前輪及び後輪のそれぞれの車軸荷重と前輪コーナリングパワーとの関係として、式(2c)、(2d)中の定数係数af、bf、cf、ar、br、crを記憶しておくだけでよくなり、従って、本発明の装置の記憶容量が低減でき、また、精度よく車両の前後方向に於ける重心位置を推定することが可能となる。なお、近似式は、二次関数に限らず、多項式近似、対数近似などの他の手法で得られたものであってもよい。
Kf=κf(Mf)=af・Mf+bf …(2e)
Kr=κr(Mr)=ar・Mr+br …(2f)
を用いて決定された式(6)の関数λを用いて、車両の前後方向に於ける重心の位置を推定するようになっていてよい。この場合、式(5)に於けるLf又はLrの次数が低くなり、式(6)の構成がより単純となり、Lf又はLrの算出の際の演算負荷が低減される点で有利である。
12f…前輪
12r…後輪
14…荷台
S…積載物
図1(A)は、自動車等の車両の前後方向の重心位置、前輪及び後輪の車軸荷重、コーナリングパワーを推定する本発明による車両状態推定装置の好ましい実施形態が搭載される車両10を示している。車両10は、公知の任意の形式の車両であってよく、一対の前輪12f及び一対の後輪12rと、任意の積載物Sが載置される荷台14とを有している。なお、図示の例では、簡単のため、車両後方部に上部が開放された荷台を有するトラックとして描かれているが、本発明の車両状態推定装置の搭載される車両は、箱型荷台を後方に有するトラック、前方にも荷台を有する車両、バス、その他の任意の積載物が積載可能な車両であってよい。
L=Lf+Lr …(4)
が成立する。また、前輪及び後輪のコーナリングパワーKf、Krは、後に詳細に説明される如く、それぞれ前輪及び後輪の車軸荷重Mf、Mrの関数として表すことが可能であり(車軸荷重とコーナリングパワーの関係)、車軸荷重Mf、Mrは、鉛直方向の力のモーメントの釣り合いから、下記の式
Mf=M・Lr/L …(3a)
Mr=M・Lf/L …(3b)
により、前輪軸/後輪軸-重心間距離Lf、Lrに関連付けられる。結局、式(7)に於ける前輪及び後輪のコーナリングパワーKf、Krは、前輪軸/後輪軸-重心間距離Lf又はLrの関数として表されることになるので、式(7)をLf又はLrについて解けば、Lf又はLrが、車両重量M、スタビリティファクタKHの関数として表すことが可能である(上記式(6)参照)。かくして、本発明の装置では、任意の公知の手法で取得又は演算して得られる車両重量M、スタビリティファクタKHを用いて、Lf(又はLr)を算出し、しかる後にLr(又はLf)、前輪及び後輪の車軸荷重Mf、Mr、前輪及び後輪のコーナリングパワーKf、Krが算出される。
図1(B)は、本発明の一つの実施形態による車両状態推定装置及び周辺機器の構成をブロック図の形式で表したものである。なお、本実施形態の装置は、自動車等の車両に搭載された電子制御装置又はコンピュータ(双方向コモン・バスにより相互に連結されたCPU、ROM、RAM及び入出力ポート装置を有する通常の形式のものであってよい。)の、プログラムに従った作動により実現されてよい。同図を参照して、本発明の装置は、車両前後方向重心位置推定部50と、前後輪それぞれのコーナリングパワーと車軸荷重の関係を表すデータを記憶したデータメモリ50aと、車両重量推定部50bと、スタビリティファクタ推定部50cとを含む。図示の如く、車両重量推定部50bは、典型的には、車両の走行中の制駆動力値(又はこれを推定するためのスロットル開度、ブレーキ圧など)と前後加速度センサ等で検出された加減速度値との入力に基づき、公知の任意の手法(例えば、特許文献1に記載の方法であってよい。)により、現在の(積載物の重量を含む)車両の重量Mを推定する。スタビリティファクタ推定部50cは、ヨーレート値、車速値、舵角値、横加速度値等を用いて公知の任意の手法(例えば、特許文献2に記載の方法であってよい。)により、現在のスタビリティファクタ値KHを推定する。データメモリ50aには、後で説明される実施形態に於けるコーナリングパワーと車軸荷重との関係を表す関数の形式に依存して、関数の係数或いは予め実験的に(又は理論的に)得られたコーナリングパワー値と車軸荷重値の組のデータ群とが格納される。車両前後方向重心位置推定部50は、後に説明される態様にて、車両重量M、スタビリティファクタ値KH及びコーナリングパワーと車軸荷重との関係を表す関数の係数又はデータ群を適宜読み込み、前輪軸/後輪軸-重心間距離Lf、Lr、車軸荷重Mf、Mr、コーナリングパワーKf、Krを逐次算出し、それらの算出結果値が任意の運動制御装置等60に於いて利用できるようにする。なお、後に詳細に説明される実施形態の一つに於いて用いる目的で操舵応答時定数係数Tpを推定して、その値を車両前後方向重心位置推定部50へ出力する操舵応答時定数係数推定部50dが設けられていてよい。
既に触れたように、車両重量M、スタビリティファクタ値KHは、公知の任意の形式にて推定された値が用いられてよい。簡単には、例えば、車両重量Mは、直線走行中に車両を加減速したときの車両の発生駆動力(F)と加速度(α)との関係(又は発生制動力と減速度との関係)に走行抵抗Rを考慮して下記の式を用いて与えられる。
M=(F-R)/α …(8)
勿論、式(8)に限らず、種々の形式の車両重量の推定方法が用いられてよく、そのような場合も本発明の範囲に属する。また、スタビリティファクタ値KHは、簡単には、車両の定常旋回中のヨーレートγ、舵角δ、車速Vから
KH={(V・δ/L・γ)-1}/V2 …(9)
により算出可能である。なお、特許文献2の如く、ヨーレートの舵角に対する一次遅れを考慮して推定されるようになっていてもよく、そのような場合も本発明の範囲に属する。
既に触れた如く、本発明の装置では、車両重量M、スタビリティファクタKHを用いて車両前後方向重心位置が推定される。しかしながら、変数パラメータとして用いられる車両重量M、スタビリティファクタKHの精度が低い場合又は後述のそれらの仮値が使用されている場合には、推定された車両前後方向重心位置が過剰に真の位置から外れてしまうことも起き得る。そこで、積載物の重量が決定された段階で、荷台の構成と積載物の重量とから想定可能な車両前後方向重心位置の範囲、即ち、閾値が算出される。
Ms=M-Mo …(10)
により算出される。ここで、無積載時の車両の重量Moは、車両本体のみの重量、運転者の重量を含めた車両の重量或いは実際の乗員人数分の重量を含めた車両の重量である。(実際の乗員人数分の重量を考慮する場合、着座センサ又はシートベルトスイッチにより、実際の乗員人数が検出され、その人数に平均的な体重値が乗ぜられて得られる重量値が車両本体のみの重量に加算されてよい。)
Lf_min=(Mo・Lfo+Ms・Lf_Smin)/M …(11)
Lf_max=(Mo・Lfo+Ms・Lf_Smax)/M …(12)
ここで、Lf_Sminは、前輪軸-位置Smin間の前後方向距離であり、Lf_Smaxは、前輪軸-位置Smax間の前後方向距離であり、Lfoは、積載物を除いた車両の重心Goと前輪軸との間の前後方向距離である。かくして、下記のステップ40にて算出される前輪軸-重心間距離Lfは、
Lf_min≦Lf≦Lf_max …(13)
の条件を満たすことが期待され、もし範囲[Lf_min,Lf_max]を逸脱する場合には、Lfは、Lf_min又はLf_maxに設定されることとなる。なお、式(11)、(12)中、可変のパラメータは、Msだけである。従って、随時、式(11)、(12)を演算するのではなく、積載重量Msを変数としたLf_min,Lf_maxのマップがそれぞれ準備され、ステップ30に於いて、参照されるようになっていてもよい。
「発明の開示」の欄に於いて述べた如く、本発明の装置では、式(7)のスタビリティファクタKHを与える式(式(1)の具体例)に於いて、式(2a)、(2b)、(3a)、(3b)、(4)の関係を用いて、式(7)から変数Kf、Kr及びLr(又はLf)を消去した式をLf(又はLr)ついて解いて得られる式(6)の形式の関数を用いて、前輪軸-重心間距離Lfが算出される。この点に関し、式(6)の構成は、式(2a)、(2b)の形式によって種々の態様が考えられる。以下、車両重量MとスタビリティファクタKHとを変数として、前輪軸-重心間距離Lfを算出する幾つかの例について説明する。
図4のグラフは、実験的に得られた車軸荷重に対するコーナリングパワーのデータ値をプロットしたものを表している。同図に於いて、白丸は、シングルタイヤの前輪の場合の値を示し、黒丸は、ダブルタイヤの後輪の場合の値を示している。図から理解される如く、車軸荷重に対するコーナリングパワーの値は、車軸荷重の増大に対して単調増加した後、飽和するよう変化する。かかるコーナリングパワー値は、同図の一点鎖線κf(II)、κr(II)により示されている如き車軸荷重Mf、Mrの二次関数式:
κf(II)=af・Mf2+bf・Mf+cf …(14a);
κr(II)=ar・Mr2+br・Mr+cr …(14b)
により近似的により良く表すことができる。そして、車軸荷重Mf、Mrは、式(3a)、(3b)、(4)を用いて、Lfの関数の形式で表される。そこで、本実施例では、式(2a)、(2b)として、式(14a)、(14b)を用いて式(7)をLfの関数の形式に変換した式から得られた式:
Lf=λ(KH,M,L,af,bf,cf,ar,br,cr) …(6a)
を用いてLfが算出される。式(14a)、(14b)に於ける定数係数af、bf、cf、ar、br、crは、予め実験的に得られた車軸荷重に対するコーナリングパワーのデータ値から、最小自乗法その他の任意の二次近似の手法を用いて決定されてよい。また、本例の構成に於いて、予め算出された式(14a)、(14b)に於ける定数係数af、bf、cf、ar、br、crがデータメモリに格納され、ステップ40の実行時に読み出されるようになっていてよい。なお、式(6a)の具体的な表式の記載は省略されるが、当業者に於いて算出可能であることは理解されるべきである。
上記の例1に於いては、車軸荷重とコーナリングパワーの関係を表す式として、車軸荷重の二次関数が用いられたが、式(6a)の関数λの構成が複雑となり、演算負荷が増大する。そこで、本実施例では、式(2a)、(2b)として、図4中の実線κf(I)、κr(I)により示されている如く、コーナリングパワー値を車軸荷重の一次関数として表した式:
κf(I)=af・Mf+bf …(15a);
κr(I)=ar・Mr+br …(15b)
が用いられて得られた式(6)により、Lfが算出される。Lfの具体的な表式は、
Lf=(L/2)・(KH・L・af・M・ar-KH・L・af・br+KH・L・bf・ar+af・M+bf-ar・M+br+(2br・bf+KH2・L2・af2・br2-2KH・L・af・br2+KH2・L2・bf2・ar2+2KH・L・bf2・ar-2bf・ar・M+2ar・M・br+af2・M2+bf2+ar2・M2+br2+KH2・L2・af2・M2・ar2+2KH2・L2・af2・M・ar・br+2KH2・L2・af・M・ar2・bf+2KH・L・af2・M2・ar-2KH・L・af・M2・ar2+2KH2・L2・af・br・bf・ar+2KH・L・af2・br・M-2KH・L・bf・ar2・M+4KH・L・af・M・ar・bf-4KH・L・af・M・ar・br+2KH・L・af・br・bf-2KH・L・bf・ar・br-2af・M・br-2af・M2・ar+2af・M・bf)1/2)/((KH・L・af・ar+af-ar)M) …(16)
となる。式(15a)、(15b)に於ける定数係数af、bf、ar、brの具体的な値は、予め実験的に得られた車軸荷重に対するコーナリングパワーのデータ値から最小自乗法その他の任意の一次近似の手法を用いて決定されてよい。
車両の重心位置は実際の積載重量に依存して大きく変動する。従って、積載重量を考慮せずに、上記の例2の如く車軸荷重とコーナリングパワーの関係を一次近似式により表すと、実際の積載重量に依存して、算出された前輪軸-重心間距離Lfの精度が低下する可能性がある。実際、図4中のκf(II)とκf(I)、或いは、κr(II)とκr(I)の間の差分の大きさが大きくなっている部分が存在する(κf(I)、κr(I)は、想定される車軸荷重の全域に亙って車軸荷重値に対するコーナリングパワーのデータ値を一次近似することにより得られた。)。そこで、本実施例では、車軸荷重とコーナリングパワーの関係を一次近似式で表す際に利用する予め実験的に得られた車軸荷重に対するコーナリングパワーのデータ値の範囲を、実際の積載重量に於いて想定される範囲に制限することにより、車軸荷重とコーナリングパワーの関係の一次近似式の精度を向上し、これにより、算出されるLfの精度の向上が図られる。
Lf_pro=(Mo・Lfo+Ms・Lf_Spro)/M …(17a)
Lr_pro=L-Lf_pro …(17b)
これにより、暫定の前輪軸荷重Mf_pro、暫定の後輪軸荷重Mr_proが下記の式により与えられる(ステップ42)。
Mf_pro=M・Lr_pro/L …(18a)
Mr_pro=M・Lf_pro/L …(18b)
例3の如く決定された暫定的な車両前後方向重心位置G_proをコーナリングパワーと車軸荷重との関係を表す一次関数の決定に用いる場合、演算結果の精度を向上するためには、暫定的な車両前後方向重心位置G_proが真の重心位置にできるだけ近接していることが好ましい。本実施例では、そのようにできるだけ暫定的な車両前後方向重心位置G_proを真の重心位置に近接したものとするために、暫定的な車両前後方向重心位置G_proが車両の操舵応答特性を参照して決定される。特許文献2に記載されている如く、操舵応答特性の指標の一つである操舵応答時定数係数Tpは、車両のヨー慣性モーメントIの関数:
Tp=I/L2(1/Kf+1/Kr) …(19)
により与えられることが知られている。車両のヨー慣性モーメントIは、積載重量が重くなるほど増大するとともに、積載位置が車両の重心から離れるほど増大する。即ち、操舵応答時定数係数Tpは、積載重量が重くなるほど及び積載位置が車両の重心から離れるほど増大する。かくして、かかる操舵応答時定数係数と積載物の重量及び配置との関係を用いて、より精度よく、暫定的な車両前後方向重心位置G_proを決定することが試みられる。
例3又は例4の如く、暫定前輪軸-重心間距離Lf_proの決定及びこれを用いた車軸荷重とコーナリングパワーの関係を表す一次関数式の決定を経て式(16)から推定算出された前輪軸-重心間距離Lfは、暫定前輪軸-重心間距離Lf_proよりも真の前輪軸-重心間距離Lfに近い値となっていることが期待される。従って、更に、一旦算出された前輪軸-重心間距離Lfを暫定前輪軸-重心間距離Lf_proに設定した状態にて、車軸荷重とコーナリングパワーの関係を表す一次関数式を決定すれば、更に、精度よく前輪軸-重心間距離Lfが推定されることが期待される。そこで、本実施例では、一旦推定された前輪軸-重心間距離Lfを暫定前輪軸-重心間距離Lf_proに設定して、かかる新たに設定された暫定前輪軸-重心間距離Lf_proを用いた車軸荷重とコーナリングパワーの関係を表す一次関数式の決定及び式(16)による前輪軸-重心間距離Lfの算出を、暫定前輪軸-重心間距離Lf_proと式(16)により得られた前輪軸-重心間距離Lfとの差分が十分に小さくなるまで反復することにより、前輪軸-重心間距離Lfの推定値の精度の向上が図られる。
|Lf-Lf_pro|<L(閾値) …(20)
が成立しているか否かが判定される(ステップ45)。ここで、もし条件(20)が成立していないと判定されたときには、算出されたLfをLf_proに設定し(ステップ46)、ステップ42、43及び44が繰り返される。そして、かかる処理が反復して実行された結果、条件(20)が成立したとき、そのときの算出された前輪軸-重心間距離Lfが最終的な前輪軸-重心間距離Lfとして決定される。
(1)収束演算を所定回数以上(例えば、3回以上)実行したとき。
(2)Lfの値が単調増加又は単調減少しないとき[最新のLfとその一つ前のLfとの差分の符号が逆転したとき。]。
(3)Lfの値が[Lf_min,Lf_max]の範囲から逸脱したとき。
既に理解される如く、前輪軸-重心間距離Lfは、車両重量M、スタビリティファクタKHを変数として与えられる。そこで、図9に示される如き車両重量M、スタビリティファクタKHを変数パラメータとして前輪軸-重心間距離Lfを与えるマップを予め調製し、車両の走行中には、車両重量MとスタビリティファクタKHとの値からマップを参照して、前輪軸-重心間距離Lfを決定するようになっていてよい。この場合、上記の例1~5の場合に比して、演算処理の負荷が大幅に低減される点で有利である。
Lf<Lf_minのとき、Lf←Lf_min …(21a)
Lf_max<Lfのとき、Lf←Lf_max …(21b)
と設定される。
Lr=L-Lf …(22)
により、後輪軸-重心間距離が算出される。
かくして、前輪軸-重心間距離Lfと後輪軸-重心間距離Lrが算出されると、式(3a)、(3b)を用いて、前輪車軸荷重Mf、後輪車軸荷重Mrがそれぞれ算出され(ステップ50)、式(14a)、(14b)[例1、6の場合]又は式(15a)、(15b)[例2~5の場合]を用いて、前輪コーナリングパワーKf、後輪コーナリングパワーKrが算出される。
ところで、ステップ10又は20の実行時に車両重量M又はスタビリティファクタ値KHが推定されていないとき、例えば、車両の走行の開始後、車両重量Mが推定可能な直線加減速走行が実施されていないとき、或いは、スタビリティファクタ値KHが推定可能な旋回走行が実施されていないときには、車両重量M又はスタビリティファクタ値KHとして、仮値が用いられるようになっていてよい。例えば、車両重量Mが推定されていないときの車両重量Mの仮値は、規定された車両総重量、即ち、車両本体の重量と定員の重量と最大許容積載重量の規定値との和が用いられてよい(規定車両総重量を仮値とするのは、車両の運転者にとって、積載量が多いほど車両の操縦がしにくくなるためである。)。
Lf=(Mo・Lfo+(M-Mo)・Lfsc)/M …(22a)
Lr=L-Lf …(22b)
により算出されてよい。ここで、Moは、車両本体の重量(無積載時の重量)であり、Lfoは、車両本体の重心から前輪軸までの前後方向距離であり、Lfscは、荷台の中心から前後方向距離である(車両重量Mは、同値が推定されていないときは、前記の如く規定車両総重量であってよい。)。また、前後輪のコーナリングパワーKf、Krは、式(3a)、(3b)の関係式に式(22a)、(22b)の結果を代入して得られた車軸荷重値Mf、Mrを、上記の前後輪の各々のコーナリングパワーと車軸荷重Mf、Mrの予め得られている関係式(14a)、(14b)に代入することにより算出されてよい。
Claims (10)
- 車両の状態を推定する装置であって、車両重量値と、スタビリティファクタ値と、前輪車軸荷重と前輪コーナリングパワーとの関係と、後輪車軸荷重と後輪コーナリングパワーとの関係とに基づいて車両の前後方向に於ける重心位置を推定することを特徴とする装置。
- 請求項1の装置であって、前記推定された車両の前後方向に於ける重心位置に基づいて前輪車軸荷重値、後輪車軸荷重値、前輪コーナリングパワー値及び後輪コーナリングパワー値のうちの少なくとも一つを推定することを特徴とする装置。
- 請求項1又は2の装置であって、前記前輪車軸荷重と前輪コーナリングパワーとの関係が、前記前輪コーナリングパワーを前記前輪車軸荷重の一次関数として近似して得られた関係であり、前記後輪車軸荷重と後輪コーナリングパワーとの関係が、前記後輪コーナリングパワーを前記後輪車軸荷重の一次関数として近似して得られた関係であることを特徴とする装置。
- 請求項3の装置であって、前記車両重量に基づいて暫定の車両の前後方向に於ける重心位置が決定され、前記暫定の重心位置から暫定前輪車軸荷重値と暫定後輪車軸荷重値とが決定され、前記前輪車軸荷重と前輪コーナリングパワーとの関係として、前記暫定前輪車軸荷重値を略中心とした所定の前輪車軸荷重の範囲に於いて前記前輪コーナリングパワーを前記前輪車軸荷重の一次関数として近似して得られた関係が用いられ、前記後輪車軸荷重と後輪コーナリングパワーとの関係として、前記暫定後輪車軸荷重値を略中心とした所定の後輪車軸荷重の範囲に於いて前記後輪コーナリングパワーを前記後輪車軸荷重の一次関数として近似して得られた関係が用いられて、前記車両の前後方向に於ける重心位置が推定されることを特徴とする装置。
- 請求項4の装置であって、前記推定された車両の前後方向に於ける重心位置が新たな暫定の車両の前後方向に於ける重心位置に設定され、前記新たな暫定の重心位置から新たな暫定前輪車軸荷重値と新たな暫定後輪車軸荷重値とが決定され、前記前輪車軸荷重と前輪コーナリングパワーとの関係として、前記新たな暫定前輪車軸荷重値を略中心とした所定の前輪車軸荷重の範囲に於いて前記前輪コーナリングパワーを前記前輪車軸荷重の一次関数として近似して得られた関係が用いられ、前記後輪車軸荷重と後輪コーナリングパワーとの関係として、前記新たな暫定後輪車軸荷重値を略中心とした所定の後輪車軸荷重の範囲に於いて前記後輪コーナリングパワーを前記後輪車軸荷重の一次関数として近似して得られた関係が用いられて、前記車両の前後方向に於ける重心位置が推定されることを特徴とする装置。
- 請求項5の装置であって、前記暫定の車両の前後方向に於ける重心位置又は前記新たな暫定の車両の前後方向に於ける重心位置と前記推定された車両の前後方向に於ける重心位置との差の大きさが所定の大きさより小さくなるまで前記車両の前後方向に於ける重心位置の推定演算が反復して実行されることを特徴とする装置。
- 請求項4乃至6のいずれかの装置であって、最初の暫定の車両の前後方向に於ける重心位置が前記車両重量と前記車両の積載物の想定される配置とに基づいて決定されることを特徴とする装置。
- 請求項4乃至6のいずれかの装置であって、最初の暫定の車両の前後方向に於ける重心位置が前記車両重量と前記車両の操舵応答特性に基づいて決定されることを特徴とする装置。
- 請求項1又は2の装置であって、前記前輪車軸荷重と前輪コーナリングパワーとの関係が、前記前輪コーナリングパワーを前記前輪車軸荷重の二次関数として近似して得られた関係であり、前記後輪車軸荷重と後輪コーナリングパワーとの関係が、前記後輪コーナリングパワーを前記後輪車軸荷重の二次関数として近似して得られた関係であることを特徴とする装置。
- 請求項1又は2の装置であって、前記前輪車軸荷重と前輪コーナリングパワーとの関係が予め求められた前記前輪車軸荷重に対する前記前輪コーナリングパワーの値の群から決定され、前記後輪車軸荷重と後輪コーナリングパワーとの関係が予め求められた前記後輪車軸荷重に対する前記後輪コーナリングパワーの値の群から決定されることを特徴とする装置。
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Cited By (8)
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JP2012051425A (ja) * | 2010-08-31 | 2012-03-15 | Advics Co Ltd | 車重推定装置および車両の運転制御装置 |
WO2013098944A1 (ja) * | 2011-12-27 | 2013-07-04 | トヨタ自動車株式会社 | 車両の積載状態推定方法及び装置 |
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WO2014136188A1 (ja) * | 2013-03-04 | 2014-09-12 | トヨタ自動車株式会社 | 車両の基準運動状態量の演算方法 |
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JP2022025697A (ja) * | 2020-07-29 | 2022-02-10 | 先進モビリティ株式会社 | 車両の重心位置推定方法 |
Also Published As
Publication number | Publication date |
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CN102282052A (zh) | 2011-12-14 |
US20110257876A1 (en) | 2011-10-20 |
EP2380795A4 (en) | 2016-10-26 |
EP2380795A1 (en) | 2011-10-26 |
JP5141778B2 (ja) | 2013-02-13 |
JPWO2010082288A1 (ja) | 2012-06-28 |
EP2380795B1 (en) | 2019-09-11 |
CN102282052B (zh) | 2014-11-26 |
US9096232B2 (en) | 2015-08-04 |
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