WO2013133410A1 - 車両のヨーモーメント制御装置 - Google Patents
車両のヨーモーメント制御装置 Download PDFInfo
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- WO2013133410A1 WO2013133410A1 PCT/JP2013/056454 JP2013056454W WO2013133410A1 WO 2013133410 A1 WO2013133410 A1 WO 2013133410A1 JP 2013056454 W JP2013056454 W JP 2013056454W WO 2013133410 A1 WO2013133410 A1 WO 2013133410A1
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- WIPO (PCT)
- Prior art keywords
- yaw moment
- braking force
- vehicle
- moment control
- steering angular
- Prior art date
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- 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
Definitions
- the present invention relates to a yaw moment control device that applies a yaw moment to control the yaw motion of a vehicle.
- Patent Document 1 A technique described in Patent Document 1 is disclosed as a technique for controlling the yaw motion of a vehicle.
- a larger yaw moment control amount is given as the steering angular velocity or the steering angular acceleration is higher.
- the yaw moment is applied to the left and right wheels by generating a braking force difference corresponding to the yaw moment control amount.
- the braking force generated by the yaw moment control is reduced at the end of the yaw moment control, the continuity in the vehicle behavior in the left-right direction may be interrupted. That is, as the steering angular velocity is faster and the yaw moment control amount is larger, the deceleration change accompanying the reduction of the braking force at the end of the control occurs, the rebound to the vehicle behavior increases, and the ride comfort may be deteriorated.
- the present invention has been made paying attention to the above problem, and an object of the present invention is to provide a yaw moment control device for a vehicle that can control the yaw motion of the vehicle without deteriorating riding comfort.
- the vehicle yaw moment control device of the present invention increases the braking force difference between the left and right wheels as the steering angular velocity and the steering angular acceleration increase, and when a decrease in the steering angular velocity is detected. A predetermined braking force is applied to a wheel to which no braking force is applied.
- FIG. 1 is a braking fluid pressure / electrical system diagram illustrating an outline of a vehicle braking force control device to which a vehicle yaw moment control device according to a first embodiment is applied;
- FIG. 3 is a control block diagram illustrating a braking force control process performed in the control unit according to the first embodiment.
- 3 is a flowchart illustrating a yaw moment control amount calculation process according to the first embodiment.
- 3 is a flowchart showing a control gain setting process used for yaw moment control amount calculation according to the first embodiment.
- 3 is a flowchart showing a control gain setting process used for yaw moment control amount calculation according to the first embodiment.
- 3 is a gain map representing a control gain with respect to the vehicle speed according to the first embodiment.
- 3 is a map showing a relationship of coefficients with respect to the steering state of the first embodiment.
- 3 is a map showing a relationship of coefficients with respect to a road surface friction coefficient in Example 1;
- 3 is a map showing a relationship of coefficients with respect to lateral acceleration according to the first embodiment.
- 3 is a map showing a relationship of coefficients with respect to longitudinal acceleration in the first embodiment.
- 3 is a map showing a relationship of coefficients with respect to a brake operation state according to the first embodiment. It is a flowchart showing especially the content of the deceleration limitation process among the braking force control processes of Example 1.
- FIG. 1 It is a flowchart showing especially the content of the deceleration limitation process among the braking force control processes of Example 1.
- FIG. It is a flowchart showing especially the content of the deceleration limitation process among the braking force control processes of Example 1.
- FIG. It is a time chart showing the yaw moment control process in case a driver
- FIG. 1 is a brake fluid pressure / electric system diagram showing an outline of a vehicle braking force control device to which a vehicle yaw moment control device of the present invention is applied.
- reference numerals 1FL and 1RR indicate the front left wheel and the rear right wheel, respectively
- 1FR and 1RL indicate the front right wheel and the rear left wheel, respectively.
- the corresponding wheel cylinders 2FL to 2RR are attached to the respective wheels 1FL to 1RR as brake cylinders.
- Each of the wheel cylinders 2FL to 2RR is a so-called disc brake in which a pad is pressed against the disc rotor for braking.
- the master cylinder 5 generates two systems of master cylinder pressure in response to depression of the brake pedal 4.
- the connection structure between each wheel cylinder 2FL to 2RR is that the front left wheel cylinder 2FL and the rear right wheel cylinder 2RR are connected to one system of the master cylinder 5, and the front right wheel cylinder 2FR and the rear left wheel are connected to the other system.
- This is a piping structure called the diagonal split piping or X piping that connects the cylinder 2RL.
- proportioning valves 20RL and 20RR are interposed between the rear left and right wheel cylinders 2RL and 2RR and the master cylinder 5.
- proportioning valves 20RL and 20RR are designed to increase the rate of increase of the braking force on the rear wheel side in particular in order to bring the braking force distribution of the front and rear wheels closer to the so-called ideal braking force distribution with respect to wheel load changes during braking.
- the existing one can be used.
- the structure which is not provided with the proportioning valve may be sufficient, and it does not specifically limit.
- a master cylinder interrupting valve 6A, 6B for interrupting the master cylinder 5 and the wheel cylinders 2FL, 2RR or 2FR, 2RL is interposed.
- a pressure-increasing pump 3 that pressurizes the braking fluid in the master cylinder reservoir 5a is provided separately, and the discharge pressure of the pressure-increasing pump 3 is branched into two to obtain two systems of master cylinder pressure from the master cylinder 5. Then, they are merged downstream of the master cylinder interrupt valves 6A and 6B, that is, on the wheel cylinders 2FL to 2RR side. Further, the pressure increasing pump intermittent valves 7A and 7B are interposed between the respective junctions and the pressure increasing pump 3.
- One system of the master cylinder 5 or one system branched from the pressure increasing pump 3 is regarded as one system of the brake fluid pressure source, and each of the wheel cylinders 2FL, 2RR or 2FR, 2RL connected to the master cylinder 5 is connected.
- a pressure increase control valve 8FL, 8RR or 8FR, 8RL corresponding to the upstream side is interposed.
- These pressure-increasing control valves 8FL, 8RR or 8FR, 8RL have check valves 9FL, 9RR or 9FR, 9RL in their respective bypass passages, and wheel cylinders 2FL, 2RR when the brake pedal is released.
- the braking fluid in 2FR, 2RL is quickly reduced to the master cylinder 5 side.
- the discharge sides of the individual decompression pumps 11A and 11B are connected to the respective systems of the brake fluid pressure source, and the decompression control valve 10FL is connected between the suction side and the wheel cylinders 2FL, 2RR or 2FR, 2RL. , 10RR or 10FR, 10RL.
- the two pressure reducing pumps 11A and 11B also serve as one pump motor.
- reservoirs 18A and 18B for preventing interference are connected between the pressure reducing control valves 10FL and 10RR or 10FR and 10RL and the pressure reducing pumps 11A and 11B.
- Each of these pressure control valves is a two-position switching valve that is switched by a drive signal from a control unit that will be described later.
- the master cylinder interrupt valves 6A and 6B are always open and the pressure increasing pump is intermittent.
- the valves 7A and 7B are normally closed, the pressure increase control valves 8FL, 8RR or 8FR, 8RL are normally open, and the pressure reduction control valves 10FL, 10RR or 10FR, 10RL are normally closed, and each solenoid 6Asol, 6Bsol, When 7Asol, 7Bsol, 8FLsol, 8RRsol, 8FRsol, 8RLsol, 10FLsol, 10RRsol, 10FRsol, and 10RLsol are excited, the switching state is reversed. Further, the pressure-increasing pump 3 and the pressure-reducing pumps 11A and 11B are also driven and controlled by drive signals from the control unit.
- each pressure increasing control valve 8FL to 8RR and the pressure reducing control valves 10FL to 10RR will be described later.
- the master cylinder on / off valves 6A and 6B may be opened when the brake pedal 4 is depressed. Further, increasing the braking force and increasing the braking fluid pressure (wheel cylinder pressure), and decreasing the braking force and reducing the braking fluid pressure (wheel cylinder pressure) have the same meaning. After this, both are treated synonymously.
- each wheel 1FL to 1RR has a limit corresponding to the wheel speed in order to detect a wheel speed corresponding to the rotation speed of the wheel (hereinafter also referred to as wheel speed).
- Wheel speed sensors 12FL to 12RR for outputting signals are attached.
- the vehicle includes a yaw rate sensor 13 that detects the actual yaw rate d ⁇ generated in the vehicle, a steering angle sensor 14 that detects the steering angle of the steering wheel, and an acceleration sensor 15 that detects lateral acceleration and longitudinal acceleration generated in the vehicle.
- a master cylinder pressure sensor 16 for detecting the master cylinder pressure PMC of the two systems
- a brake stroke sensor 19 for detecting the brake pedal stroke ⁇ by detecting the depression state of the brake pedal 4 if necessary, and the like.
- the detection signals of the sensors and switches are all input to the control unit 17 described later.
- the actual yaw rate d ⁇ from the yaw rate sensor 13 and the rudder angle ⁇ from the rudder angle sensor 14 have, for example, positive and negative directions, but the rudder angle when the steering wheel is turned to the right, for example, between them. And the clockwise yaw rate generated at that time are set to match, and in this embodiment, the steering angle ⁇ > 0 and the yaw rate d ⁇ > 0 are set in the left turn. .
- the brake pedal stroke ⁇ from the brake stroke sensor 19 is, for example, a theoretical value “0” indicating an OFF state when the brake pedal is not depressed, and is a digital signal that increases stepwise as the brake pedal stroke increases. To do.
- the control unit 17 receives a detection signal from each of the above-described sensors and switches, outputs a control signal to each switching valve, and outputs the control signal from the microcomputer to the electromagnetic signal as described above. And a drive circuit for converting into a drive signal to each control valve solenoid including a switching valve and the like.
- the microcomputer includes an input interface circuit having an A / D conversion function, an output interface circuit having a D / A conversion function, an arithmetic processing unit including a microprocessor unit MPU, a memory including a ROM, a RAM, and the like. Equipment.
- a reference rectangular wave control signal of pulse width modulated digital data is output from the microcomputer, and each drive circuit is configured to simply convert and amplify it into a drive signal suitable for each actuator operation.
- each drive circuit is configured to simply convert and amplify it into a drive signal suitable for each actuator operation.
- the microcomputer not only the generation output of the main control signals necessary for various controls as described above, but also the drive control signal of the decompression pump necessary for the decompression control in the vehicle behavior control, and the actuator itself In parallel, it generates and outputs control signals to the actuator relay switch element that controls the power supply to the actuator.
- FIG. 2 is a control block diagram illustrating a braking force control process performed in the control unit of the first embodiment.
- the yaw moment control amount calculation unit 21 calculates a yaw moment control amount corresponding to the steering state based on various sensor signals. This yaw moment control amount is for ensuring the responsiveness of the yaw motion of the vehicle to the driver's steering operation. The control contents in the yaw moment control amount calculation unit 21 will be described.
- FIG. 3 is a flowchart illustrating yaw moment control amount calculation processing according to the first embodiment.
- step 100 the steering angle ⁇ , the longitudinal and lateral accelerations Xg, Yg, the yaw rate d ⁇ , the vehicle speed V, the brake pressure Pb, and the road surface ⁇ are taken in from various sensors representing the vehicle speed and other traveling conditions.
- step 101 the steering angular velocity d ⁇ and the steering angular acceleration d (d ⁇ ) are calculated by differentiating and quadratic differentiation of the steering angle ⁇ .
- step 102 an emergency level is detected from a vehicle input physical quantity, a driver operation quantity, and an external recognition sensor in step 200 and later, which will be described later, and a generated yaw moment gain ⁇ 1 for a steering angular velocity of feedforward control and a generation for a steering angular acceleration corresponding thereto.
- step 104 a deviation (or a change amount) between the target yaw rate d ⁇ * and the actual yaw rate d ⁇ is calculated, and a required F / B yaw moment amount ⁇ MF / B is calculated based on the calculated state amount.
- F / B control is generally used in which a control gain that is changed according to the running state is added to obtain a linear sum of the above values.
- step 106 the yaw moment control amount ⁇ M is output to the yaw moment deceleration adjustment unit 24 and the yaw moment-deceleration conversion unit 22.
- Step 200 an emergency state determination flag emg_f is set. This is because, for example, an external recognition sensor such as a laser radar or millimeter wave sensor that detects the inter-vehicle distance and camera image data processing detects obstacles such as a stopped vehicle or road-to-vehicle communication.
- the emergency state determination flag emg_f is set to ON in the forward obstacle information in the information from the infrastructure side.
- KV corresponding to the degree of urgency is set according to the vehicle running state and the amount of driver operation, and is used as a coefficient for subsequent control gain calculation.
- the coefficient KV is set.
- FIG. 6 is a gain map showing the control gain with respect to the vehicle speed of the first embodiment. As shown in FIG. 6, a gain coefficient KV is set as a characteristic that the control gain increases as the vehicle speed v increases.
- the degree of urgency tends to become dangerous as the vehicle speed increases, and also increases because damage increases.
- FIG. 7 is a map showing the relationship of coefficients with respect to the steering state of the first embodiment.
- the coefficients Kd ⁇ and Kd (d ⁇ ) are set to increase as the steering angular velocity d ⁇ and steering angular acceleration d (d ⁇ ) increase.
- the avoidance operation becomes faster as the avoidance distance becomes shorter, and the driver quickly performs the steering operation. Therefore, it can be said that the degree of emergency is high according to the magnitude of the steering angular velocity and the steering angular acceleration.
- the F / F yaw moment amount ⁇ MF / F for only d ⁇ and d (d ⁇ ) increases in a quadratic curve.
- FIG. 8 is a map showing the relationship of the coefficient to the road surface friction coefficient of the first embodiment.
- the coefficient K ⁇ is set as shown in FIG. 8 according to the road surface friction coefficient ⁇ estimated from the longitudinal acceleration Xg, the lateral acceleration Yg, etc., or sent from the infrastructure side by road-to-vehicle communication.
- the ⁇ value of the road surface is small, the force that can be generated by the tire is smaller than when the road surface is large. Therefore, a phase delay occurs even with a small steering wheel operation, and unstable behavior is likely to occur. The degree is high. For this reason, it is necessary to compensate for the phase by a yaw moment control from a relatively slow steering operation state.
- the driver recognizes that it is not normal on a slippery road surface, rather than feeling uncomfortable with the deceleration G, You can feel the vehicle behavior improvement effect.
- the coefficient Kyg is set.
- FIG. 9 is a map showing the relationship of the coefficient with respect to the lateral acceleration in the first embodiment.
- the coefficient KYg is set to be large according to the lateral acceleration Yg.
- a component in the deceleration G direction is generated due to turning resistance due to cornering force at the time of turning, so it becomes difficult to understand the uncomfortable feeling due to the deceleration G, and the vehicle motion state is also near the tire friction limit. Since the phase delay becomes relatively large due to the decrease in the tire Cp, it is necessary to increase the gain for phase compensation, and unstable behavior exceeding the tire friction limit is likely to occur, and the degree of urgency is high.
- step 209 the coefficient KXg is set.
- FIG. 10 is a map showing the relationship of the coefficient with respect to the longitudinal acceleration according to the first embodiment.
- the coefficient KXg is set to be large according to the longitudinal deceleration Xg. If the deceleration is large, it is difficult to understand the uncomfortable feeling due to the deceleration G at the time of yaw moment control by the braking force, and the emergency level is high because it is assumed that a collision and emergency avoidance to avoid it are assumed at the time of sudden braking with a large deceleration G.
- step 210 the coefficient KPb is set.
- FIG. 11 is a map showing the relationship of the coefficient with respect to the brake operation state of the first embodiment. As shown in FIG. 11, the coefficient KPb increases according to the braking force, the brake operation stroke, or the brake pressure corresponding to the brake operation amount of the driver. This is the same as Xg in step 209.
- step 211 the coefficient KX relating to the urgency is set by taking the maximum value of the coefficient K corresponding to the urgency of each state and operation amount calculated in steps 205 to 211.
- ⁇ 01 and ⁇ 02 are set by switching the urgency level
- KX is the maximum value
- KV handles the urgency level in the form of a product, but basically, a form (maximum, Minimum, sum, product, switch).
- the current emergency level of the vehicle estimated from the input physical quantities (steering angle ⁇ , brake pressure Pb, vehicle speed V, longitudinal deceleration Xg, lateral acceleration Yg, and yaw rate d ⁇ ) is estimated and detected in steps 200 to 212.
- the F / F yaw moment amount ⁇ MF / F generated in the feedforward control is calculated.
- increasing the gains ⁇ 1 and ⁇ 2 of the F / F yaw moment amount calculated according to the steering angular velocity and the steering angular acceleration makes the deceleration G generated by the generation of braking force regarded as uncomfortable.
- phase lag can be compensated by compensating for the yaw moment required at this time.
- the degree of urgency is low, it is determined that it is not necessary to compensate for the phase lag with the yaw rate here, and by reducing the gains ⁇ 1 and ⁇ 2, the deceleration G due to the braking force can be reduced and a sense of incongruity can be avoided.
- F / B yaw moment amount ⁇ MF / B is calculated by feedback control, and the sum of F / F yaw moment amount ⁇ MF / F and F / B yaw moment amount ⁇ MF / B calculated by feedforward control is calculated.
- phase compensation of the yaw rate of the vehicle caused by a sudden steering operation by a driver or the like is performed by feedforward control.On the other hand, for disturbances, large behavior disturbances, low ⁇ road changes, etc., the vehicle is controlled by feedback control. It can be stabilized.
- the above is the details of the yaw moment control, and the yaw moment control amount is output to the yaw moment-deceleration conversion unit 22 and the yaw moment deceleration arbitration unit 24 shown in FIG.
- the yaw moment / deceleration conversion unit 22 calculates a deceleration Xg_m generated in the vehicle based on the calculated yaw moment control amount ⁇ M.
- ⁇ M yaw moment control amount
- the control is performed in a direction in which the yaw moment control amount (that is, the braking force difference) to be applied to the vehicle decreases, and accordingly, the required deceleration Xg_m also decreases.
- the yaw moment control amount that is, the braking force difference
- the required deceleration Xg_m also decreases.
- the problem when the reduction rate of the requested deceleration Xg_m is not limited will be described in detail.
- a lateral force is generated under the spring, and the lateral force is turned while being transmitted to the spring via the suspension.
- a roll is generated on the spring, so that the shock absorber of the suspension on the inner side of the turning extends and the shock absorber of the suspension on the outer side of the turning shrinks.
- a braking force is generated on the turning inner wheel side by yaw moment control, the friction when the shock absorber strokes increases on the turning inner wheel side on which the braking force is applied, and the shock absorber becomes difficult to extend.
- the driver feels uncomfortable that the lateral acceleration increases at a stretch due to the sense of missing the longitudinal acceleration even though the lateral acceleration occurring in the vehicle is constant. There was a risk of giving. Therefore, by calculating the target deceleration Xg_m_t that is limited so that the reduction rate of the required deceleration is equal to or less than a predetermined value, and applying the braking force that achieves this target deceleration, the ride comfort is solved while eliminating the above-mentioned uncomfortable feeling. It is intended to improve.
- the yaw moment control braking force for each wheel to achieve the braking force difference for achieving the yaw moment control amount ⁇ M calculated by the yaw moment control amount calculation unit 21, and the target deceleration
- the final target braking force of each wheel is calculated from both the wheel braking force corresponding to the deceleration required to achieve the target deceleration Xg_m_t calculated by the calculation unit 23, and the wheel cylinder of each wheel is calculated. Control fluid pressure.
- the target deceleration Xg_m_t becomes larger than the required deceleration Xg_m based on the yaw moment control amount. That is, the braking force is insufficient only with the braking force for generating the braking force difference based on the yaw moment control amount ⁇ M.
- Half of the difference between the target deceleration Xg_m_t and the requested deceleration Xg_m is added to the right front wheel and the left front wheel so that this shortage is evenly achieved by the left and right wheels. In other words, the braking force for achieving the target deceleration Xg_m is distributed to the left and right.
- a braking force corresponding to the yaw moment control amount is generated on the right front wheel, and a braking force is generated when the steering angular velocity starts to decrease while the braking force is not generated on the left front wheel.
- the braking force is also generated on the left front wheel which is not made to move.
- a predetermined braking force is applied to a wheel to which no braking force is applied.
- step 301 it is determined whether or not the yaw moment control is being performed. If the yaw moment control is being performed, the process proceeds to step 302. If the yaw moment control is not being performed, the control flow ends. In step 302, it is determined whether or not the absolute values of the steering angular velocity d ⁇ and the steering angular acceleration d (d ⁇ ) are in the decreasing direction. If the absolute values are in the decreasing direction, the process proceeds to step 303. Otherwise, the control flow ends. In step 303, a reduction rate limiting process for the requested deceleration Xg_m is executed.
- step 304 a required deceleration Xg_m corresponding to the yaw moment control amount ⁇ M is calculated.
- step 305 the reduction rate of the required deceleration Xg_m is limited to be equal to or less than a predetermined value, and the target deceleration Xg_m_t after the limitation is calculated. This calculation may be appropriately filtered or may be obtained by other calculation processes, and is not particularly limited.
- step 306 the braking force Xg1 required to achieve the target deceleration Xg_m_t is calculated by the following equation.
- Xg1 Xg_m_t ⁇ Xg_m
- 1 ⁇ 2 ⁇ Xg1 which is half of Xg1
- 1/2 ⁇ Xg1 is also added to a wheel to which no power is applied.
- FIGS. 14 and 15 are time charts showing the yaw moment control process when the driver steers to the left side and returns from the steered state to the neutral position.
- FIG. 14 is a time chart showing the relationship between the steering angle, the steering angular velocity, the yaw moment control amount ⁇ M, Xg1, Xg_m, and Xg_m_t
- FIG. 15 shows the relationship between the braking forces of the left and right front wheels at that time. It is a time chart showing. The time in FIG. 14 and the time in FIG. 15 represent the same time.
- the steering angle ⁇ starts to increase and the steering angular velocity d ⁇ also increases.
- the yaw moment control amount ⁇ M also increases, and a braking force corresponding to the yaw moment control amount ⁇ M is applied as a braking force to the left front wheel. Since no braking force is applied to the right front wheel, the braking force applied to the left front wheel is a braking force difference corresponding to the yaw moment control amount ⁇ M.
- a request deceleration reduction rate limiting process is performed. Accordingly, in order to ensure the deceleration of Xg1, which is the difference between the required deceleration Xg_m corresponding to the yaw moment control amount ⁇ M and the target deceleration Xg_m_t in which the decrease rate of the requested deceleration Xg_m is limited, A braking force of 1/2 ⁇ Xg1 is applied (see FIG. 15). In other words, sudden changes in deceleration are suppressed by applying braking force to the right front wheel that is not generating braking force.
- the braking force component corresponding to the yaw moment control amount ⁇ M becomes zero at time t4
- the braking force is equally applied to the left and right front wheels.
- the yaw rate generated in the vehicle is achieved as desired by the yaw moment control amount component, and a stable vehicle behavior is achieved by applying a braking force to the left and right front wheels for a change in deceleration. That is, when the difference in braking force between the left and right wheels becomes 0 (predetermined or less), the braking force applied to the left and right wheels is reduced and the yaw moment control is terminated. Thereby, the yaw moment control can be finished smoothly.
- a braking force corresponding to the yaw moment control amount ⁇ M is applied to the right front wheel (see FIG. 15). Thereafter, the braking force is also applied to the left front wheel by the same movement as described in the times t2 to t4. As a result, it is possible to suppress a sudden change in deceleration while generating a yaw rate according to the driver's steering operation.
- Example 1 has the following effects.
- Steering angle sensor 14 for detecting the steering angular velocity d ⁇ and steering angular acceleration d (d ⁇ ) and step 101 (steering state detecting means), and the steering angular velocity d ⁇ and steering angular acceleration d (d ⁇ ) detected by step 101
- a control unit 17 for calculating a yaw moment control amount ⁇ M to be applied to the vehicle based on the yaw moment control amount ⁇ M and applying a braking force difference between the left and right wheels according to the yaw moment control amount ⁇ M.
- the control unit 17 applies 1/2 ⁇ Xg1 (predetermined braking force) to a wheel to which no braking force is applied when a decrease in the steering angular velocity d ⁇ is detected. Therefore, when the braking force difference due to the yaw moment control decreases, a sudden change in the deceleration of the vehicle can be suppressed, and deterioration of the ride comfort can be avoided by stabilizing the vehicle behavior.
- 1/2 ⁇ Xg1 predetermined braking force
- the control unit 17 distributes 1/2 ⁇ Xg1 to the left and right wheels. Therefore, deceleration can be generated without generating a yaw moment in the vehicle.
- the control unit 17 is the difference between the requested deceleration Xg_m and the target deceleration Xg_m_t so that when the steering angular velocity d ⁇ decreases, the rate of deceleration of the vehicle is less than a predetermined value.
- Xg1 predetermined braking force
- the control unit 17 decreases the yaw moment control amount ⁇ M (braking force difference) as the absolute value of the steering angular velocity d ⁇ approaches zero. Therefore, the yaw rate according to the driver's intention can be generated for the vehicle, and both the turning performance due to the yaw rate generation and the avoidance of the riding comfort deterioration due to the rapid change suppression of the deceleration can be achieved.
- ⁇ M braking force difference
- the control unit 17 decreases the braking force between the left and right wheels and ends the yaw moment control. Therefore, it is possible to avoid a deterioration in ride comfort while suppressing a sudden change in deceleration, and to finish yaw moment control smoothly.
- the predetermined braking force is applied to the left and right wheels, but the predetermined braking force is applied only to the wheel to which the braking force corresponding to the braking force difference corresponding to the yaw moment control amount ⁇ M has not been applied. It is good to do. Moreover, although it was set as the structure which provides a braking force only to a front wheel, it is good also as a structure which gives a braking force to several wheels.
- the present invention is not limited to the braking force control device employed in the first embodiment, and any vehicle behavior can be achieved even in a brake-by-wire system as long as the braking force of each wheel can be controlled regardless of the brake pedal operation state of the driver. Even if it is a brake system for control, there is no problem.
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Abstract
Description
2 ブースタ
3 リザーバ
4 マスタシリンダ
5 モータ
6,7 ポンプ
8,9 リザーバ
14 舵角センサ
17 コントロールユニット
21 ヨーモーメント制御量演算部
22 ヨーモーメント-減速度換算部
23 目標減速度算出部
24 ヨーモーメント減速度調停部
図2は実施例1のコントロールユニット内で行われる制動力制御処理を表す制御ブロック図である。ヨーモーメント制御量演算部21では、各種センサ信号に基づいて操舵状態に応じたヨーモーメント制御量を演算する。このヨーモーメント制御量は、運転者の操舵操作に対する車両のヨー運動の応答性を確保するためのものである。このヨーモーメント制御量演算部21内での制御内容について説明する。
図3から図5は、実施例1のヨーモーメント制御量演算処理の一例の示すフローチャートである。この処理は図示せざるオペレーションシステムで一定時間毎の定時割り込みによって遂行される。
図3は、実施例1のヨーモーメント制御量演算処理を表すフローチャートである。
ステップ100では、車速やその他走行状態を表す各種センサより操舵角θ、前後及び横方向の加速度Xg、Yg、ヨーレイトdψ、車速V、ブレーキ圧力Pb、路面μを取り込む。
ステップ101では、操舵角θを微分、二次微分することで、操舵角速度dθ、操舵角加速度d(dθ)を計算する。
ステップ102では、後述するステップ200以降での車両入力物理量やドライバー操作量、外界認識センサから緊急度を検出し、それに応じたフィードフォワード制御の操舵角速度に対する発生ヨーモーメントゲインτ1と操舵角加速度に対する発生ヨーモーメントゲインτ2を設定する。
ステップ103では、前記設定されたフィードフォワード制御ゲインτ1と操舵角加速度dθとτ2と操舵角加速度d(dθ)の各々の積の和よりフィードフォワード制御によるF/Fヨーモーメント量△MF/Fを以下の式により演算する。
△MF/F=τ1×dθ+τ2×d(dθ)
ステップ105では、演算したフィードフォワード制御によるF/Fヨーモーメント量△MF/Fとフィードバック制御によるF/Bヨーモーメント量△MF/Bとの和から実際に車両に発生させるヨーモーメント制御量△Mを以下の式により演算する。
△M=△MF/F+△MF/B
ステップ106では、ヨーモーメント制御量△Mをヨーモーメント減速度調停部24及びヨーモーメント-減速度換算部22に出力する。
図4及び図5は、実施例1のヨーモーメント制御量演算に使用される制御ゲイン設定処理を表すフローチャートである。
ステップ200では、緊急状態判断フラグemg_fを設定する。これは、例えば、外界認識センサである、レーザーレーダーやミリ波等の車間距離を検出するセンサとカメラ画像のデータ処理により、停止車両等の障害物を検出した場合、または、路-車間通信によるインフラ側からの情報での前方障害物情報で、緊急状態判断フラグemg_fをONに設定する。
ステップ201では、emg_fがONか否かを判断し、緊急状態であれば、ステップ203に進み、比較的大きめの基準制御ゲインとなるようにτ01とτ02を以下の式により設定する。
τ01=A11
τ02=A21
τ01=A10
τ02=A20
ここで、A10<A11,A20<A21である。
ステップ204では、係数KVを設定する。図6は実施例1の車速に対する制御ゲインを表すゲインマップである。図6に示すように、車速vの増加に応じて制御ゲインが増加するような特性としてゲインに関する係数KVを設定する。ここで、基本的には、緊急度は、車速が高くなるほど危険に陥りやすく、また、ダメージが増加するため高くなるといえる。
ステップ212では、最終的にフィードフォワード制御のヨーモーメントを演算するための制御ゲインτ1,τ2を以下の式により演算する。
τ1=KV×KX×τ01
τ2=KV×KX×τ02
緊急度が高いときに、操舵角速度、操舵角加速度に応じて演算されるF/Fヨーモーメント量のゲインτ1,τ2を大きくすることで、制動力が発生することで生じる減速Gを違和感と捉えることがなく、また、この時に必要なヨーモーメントを補うことで位相遅れが補償できる。一方、緊急度が低いときには、ここでのヨーレイトで位相遅れを補償する必要がないと判断し、ゲインτ1,τ2を小さくすることで、制動力による減速Gを小さくし、違和感を避けることができる。また、フィードバック制御によりF/Bヨーモーメント量△MF/Bを演算し、フィードフォワード制御により演算したF/Fヨーモーメント量△MF/FとF/Bヨーモーメント量△MF/Bの和を取ることにより、ドライバー等の急なハンドル操作により生じる車両のヨーレイトの位相補償をフィードフォワード制御により行い、一方、外乱や大きな挙動の乱れ、低μ路等の変化に対しては、フィードバック制御により車両を安定させることができる。以上がヨーモーメント制御の詳細であり、上記処理によってヨーモーメント制御量が図2に示すヨーモーメント-減速度換算部22及びヨーモーメント減速度調停部24に出力される。
ステップ301では、ヨーモーメント制御中か否かを判断し、ヨーモーメント制御中の場合はステップ302へ進み、制御していない場合は本制御フローを終了する。
ステップ302では、操舵角速度dθ及び操舵角加速度d(dθ)の絶対値が減少方向か否かを判断し、減少方向のときはステップ303へ進み、それ以外の場合は本制御フローを終了する。
ステップ303では、要求減速度Xg_mの減少率制限処理を実行する。
ステップ304では、ヨーモーメント制御量ΔMに対応する要求減速度Xg_mを演算する。
ステップ305では、要求減速度Xg_mの減少率が所定値以下となるように制限し、制限後の目標減速度Xg_m_tを演算する。この演算には、適宜フィルタ処理を施してもよいし、他の演算処理により求めてもよく、特に限定しない。
ステップ306では、目標減速度Xg_m_tを達成するのに必要な制動力Xg1を以下の式により算出する。
Xg1=Xg_m_t-Xg_m
そして、ヨーモーメント減速度調停部24では、Xg1の半分である1/2×Xg1が、ヨーモーメント制御量ΔMを達成するのに必要な制動力差に対応する車輪制動力に加算され、また制動力が付与されていない車輪にも1/2×Xg1が加算される。これにより、ヨーモーメントを付与して車両のヨーレイトを確保しつつ、減速度の変動に伴う乗り心地悪化も回避するものである。
時刻t2において、操舵角速度dθの増大が終了すると、操舵角速度dθのピークを迎え、その後、操舵角速度dθは低下を開始する。
尚、時刻t4においてヨーモーメント制御量ΔMに対応する制動力成分が0となった以後も、左右前輪に均等に制動力が付与される。これにより、車両に発生するヨーレイトについてはヨーモーメント制御量成分により所望通りに達成されつつ、減速度の変化についても左右前輪に制動力を付与することで、安定した車両挙動を達成する。すなわち、左右輪の制動力差が0(所定以下)となったら、左右輪に付与された制動力を減少させて、ヨーモーメント制御を終了する。これにより、スムーズにヨーモーメント制御を終了することができる。
(1)操舵角速度dθ及び操舵角加速度d(dθ)を検出する舵角センサ14及びステップ101(操舵状態検出手段)と、ステップ101により検出された操舵角速度dθ及び操舵角加速度d(dθ)に基づいて車両に付与するヨーモーメント制御量ΔMを演算し、ヨーモーメント制御量ΔMに応じた左右車輪の制動力差を付与するコントロールユニット17(制動力制御手段)と、を備えた車両のヨーモーメント制御装置において、コントロールユニット17は、操舵角速度dθの低下が検出されたときは、制動力を付与していない車輪に1/2×Xg1(所定制動力)を付与することとした。
よって、ヨーモーメント制御による制動力差が低下していく際に、車両の減速度の急変を抑制することができ、車両挙動を安定化することで乗り心地悪化を回避することができる。
よって、所望のヨーモーメントを付与しつつ、前後加速度の抜け感によって横加速度が一気に増大するような違和感を回避することができる。
Claims (6)
- 操舵角速度及び操舵角加速度を検出する操舵状態検出手段と、
前記操舵状態検出手段により検出された信号に基づいて車両に付与するヨーモーメント制御量を演算し、前記ヨーモーメント制御量に応じた左右車輪の制動力差を付与する制動力制御手段と、
を備えた車両のヨーモーメント制御装置において、
前記制動力制御手段は、前記操舵角速度の低下が検出されたときは、制動力を付与していない車輪に所定制動力を付与することを特徴とする車両のヨーモーメント制御装置。 - 請求項1に記載の車両のヨーモーメント制御装置において、
前記制動力制御手段は、前記所定制動力を左右の車輪に配分することを特徴とする車両のヨーモーメント制御装置。 - 請求項1または2に記載の車両のヨーモーメント制御装置において、
前記制動力制御手段は、前記操舵角速度が低下したときは、車両の減速度の減少率が所定値以下となるように前記所定制動力を付与することを特徴とする車両のヨーモーメント制御装置。 - 請求項1ないし3いずれか1つに記載の車両のヨーモーメント制御装置において、
前記制動力制御手段は、前記操舵角速度の絶対値がゼロに近づくに連れて、前記制動力差を減少することを特徴とする車両のヨーモーメント制御装置。 - 請求項4に記載の車両のヨーモーメント制御装置において、
前記制動力制御手段は、前記左右輪の制動力差が所定値以下となったときは、前記左右輪の制動力を減少させてヨーモーメント制御を終了することを特徴とする車両のヨーモーメント制御装置。 - 操舵角速度及び操舵角加速度を検出するセンサと、
前記センサにより検出された操舵角速度及び操舵角加速度に基づいて車両に付与するヨーモーメント制御量を演算し、前記ヨーモーメント制御量に応じた左右車輪の制動力差を付与すると共に、前記操舵角速度の低下が検出されたときは、制動力を付与していない車輪に所定制動力を付与するコントローラと、
を備える車両のヨーモーメント制御装置。
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EP13757915.7A EP2824004A1 (en) | 2012-03-09 | 2013-03-08 | Yaw moment control device for vehicle |
RU2014140762A RU2014140762A (ru) | 2012-03-09 | 2013-03-08 | Устройство управления моментом рыскания для транспортного средства |
MX2014010751A MX2014010751A (es) | 2012-03-09 | 2013-03-08 | Dispositivo de control de momento de desviacion lateral para vehiculo. |
US14/373,925 US20140365097A1 (en) | 2012-03-09 | 2013-03-08 | Yaw moment control device for vehicle |
CN201380013247.0A CN104169139A (zh) | 2012-03-09 | 2013-03-08 | 车辆的横摆力矩控制装置 |
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JP6853068B2 (ja) * | 2017-03-02 | 2021-03-31 | トヨタ自動車株式会社 | 偏向制御装置 |
JP6984353B2 (ja) * | 2017-11-29 | 2021-12-17 | 株式会社アドヴィックス | 車両の制動制御装置 |
JP6525408B1 (ja) * | 2017-12-27 | 2019-06-05 | マツダ株式会社 | 車両の挙動制御装置 |
JP7029110B2 (ja) * | 2018-03-26 | 2022-03-03 | マツダ株式会社 | 車両の制御装置 |
JP7072783B2 (ja) * | 2018-03-26 | 2022-05-23 | マツダ株式会社 | 車両の制御装置 |
JP6970384B2 (ja) * | 2018-03-28 | 2021-11-24 | マツダ株式会社 | 車両の制御装置 |
JP2019172012A (ja) * | 2018-03-28 | 2019-10-10 | マツダ株式会社 | 車両の制御装置 |
JP2019172014A (ja) * | 2018-03-28 | 2019-10-10 | マツダ株式会社 | 車両の制御装置 |
US20200017139A1 (en) * | 2018-07-12 | 2020-01-16 | Steering Solutions Ip Holding Corporation | Rack force estimation for steering systems |
JP7472498B2 (ja) * | 2020-01-17 | 2024-04-23 | 株式会社アドヴィックス | 制動制御装置 |
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CN114771643B (zh) * | 2022-04-11 | 2024-06-04 | 中国第一汽车股份有限公司 | 在车辆转向助力不足时利用电控制动***进行转向的方法 |
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