JP5918303B2 - Vehicle whose motion is controlled using jerk information - Google Patents

Description

  The present invention relates to vehicle motion control, and more particularly to a vehicle that is motion-controlled using lateral jerk information of the vehicle.

As a vehicle control device that controls the yaw moment of the vehicle, for example, there is a method disclosed in Patent Document 1. By the way, in general, by generating a torque difference between the left and right wheels of the vehicle, the magnitude of the driving force or braking force exerted between the left and right wheels and the road surface is imbalanced. The behavior of the vehicle can be controlled by generating a yaw moment.

Regarding the control logic for determining the target value of the torque difference generated between the left and right wheels of the vehicle, one of the methods disclosed in Patent Document 1 is a method in which a value proportional to the steering wheel angular velocity is set as the target value of the torque difference. is there. According to Patent Document 1, if a torque difference proportional to the steering wheel angular velocity is generated, a yaw moment proportional to the steering wheel angular velocity is generated, and the initial response of the vehicle yaw motion to the steering wheel operation can be improved.

Japanese Patent Laid-Open No. 10-16599

However, like the control logic disclosed in Patent Document 1, the target value of the torque difference generated between the left and right wheels of the vehicle is set to a value that is only proportional to the steering wheel angular velocity.
There is no guarantee that the vehicle dynamics (the lateral movement performance of the vehicle) can be accommodated.

As the vehicle speed increases, the stability of the yaw response decreases, the tire reaches the non-linear region due to the skidding condition of the vehicle, the load change of each wheel caused by acceleration / deceleration, or the lateral force due to the increase of the tire longitudinal force When a decrease in the vehicle speed occurs, the restoring yaw moment inherent in the vehicle changes. As a result, a region where the vehicle becomes unstable is generated due to the combined yaw moment of the restored yaw moment and the control input.

An object of the present invention is to provide a motion-controlled vehicle capable of changing a yaw moment control amount in accordance with a change in vehicle dynamics.

In order to solve the above-described problem, a vehicle whose movement is controlled using the jerk information of the present invention has a control means for controlling the longitudinal acceleration based on the jerk (Gy_dot) in the lateral direction of the vehicle. Is a value f (Gy) obtained by multiplying the lateral jerk (Gy_dot) by a function f (Gy, V) of the longitudinal velocity (V) and the lateral acceleration (Gy) when the driver does not perform an accelerator operation. , V) × (Gy_dot) or a value obtained by multiplying the lateral jerk (Gy_dot) by the longitudinal velocity (V) and the gain (KGyV) corresponding to the lateral acceleration (Gy) × (KGyV) × The longitudinal acceleration is controlled based on (Gy_dot), or the value obtained by dividing the lateral jerk (Gy_dot) by the longitudinal velocity (V) (Gy_dot / V) The longitudinal acceleration is controlled based on a value proportional to a value (Gy_dot / V · Gy) divided by the lateral acceleration (Gy).

According to the present invention, it is possible to adjust the amount of control yaw moment according to the change in the dynamics of the vehicle in the lateral direction including the unsteady vehicle acceleration / deceleration state, and it is possible to realize stable traveling.

A vehicle motion control method according to an embodiment of the present invention will be described below in detail with reference to FIGS. FIG. 1 is a diagram showing an overall configuration of a vehicle motion control method according to an embodiment of the present invention. In the present embodiment, the vehicle 0 is configured by a so-called by-wire system, and there is no mechanical coupling between the driver and the steering mechanism, the acceleration mechanism, and the deceleration mechanism. Next, the configuration and operation of the vehicle motion control apparatus according to this embodiment will be described separately for each item.

"Drive"
The vehicle 0 is a rear wheel drive vehicle (Rear) that drives the left rear wheel 63 and the right rear wheel 64 by the motor 1.
Motor Rear Drive: RR vehicle) (in particular, the drive system is not directly related to this embodiment). A driving force distribution mechanism 2 that is connected to the motor 1 and can freely distribute the torque of the motor to the left and right wheels is mounted.

First, a specific device configuration will be described. Left front wheel 61, right front wheel 62, left rear wheel 63, right rear wheel 64
Each is equipped with a brake rotor, a wheel speed detecting rotor, and a wheel speed pickup on the vehicle side so that the wheel speed of each wheel can be detected. Driver's accelerator pedal 10
Is depressed by the accelerator position sensor 31, and the pedal controller 4
8, the central controller 40 performs arithmetic processing. This calculation process includes torque distribution information according to the yaw moment control related to the present embodiment. The power train controller 46 controls the output of the motor 1 in accordance with this control amount. Also,
The output of the motor 1 is distributed to the left rear wheel 63 and the right rear wheel 64 at an optimal ratio via the driving force distribution mechanism 2 controlled by the power train controller 46.

An accelerator reaction force motor 51 is also connected to the accelerator pedal 10, and the reaction force is controlled by the pedal controller 48 based on a calculation command from the central controller 40.

"braking"
Each of the left front wheel 51, the right front wheel 52, the left rear wheel 53, and the right rear wheel 54 is provided with a brake rotor, and a caliper that decelerates the wheel by sandwiching the brake rotor with a pad (not shown) on the vehicle body side. Is installed. The caliper is a hydraulic type or an electric type having an electric motor for each caliper.

Each caliper is basically controlled by a brake controller 451 (for front wheels) and 452 (for rear wheels) based on a calculation command from the central controller 40. Further, the wheel speeds of the respective wheels are inputted to the brake controllers 451 and 452 as described above.
The absolute vehicle speed can be estimated by averaging the wheel speeds of the front wheels (non-drive wheels) from the wheel speeds of these four wheels.

In the present embodiment, the absolute vehicle speed (V) is accurately measured even when the wheel speed drops simultaneously with the four wheels by using the signal of the acceleration sensor that detects the wheel speed and the acceleration in the longitudinal direction of the vehicle. (For such absolute vehicle speed measurement, for example, a technique disclosed in, for example, publicly known Japanese Patent Application Laid-Open No. 5-16789 may be employed). Further, the configuration is such that the yaw rate of the vehicle body is estimated by taking the difference between the left and right wheel speeds of the front wheels (non-drive wheels) (r_w). These signals are constantly monitored as shared information in the central controller 40.

A brake reaction force motor 52 is connected to the brake pedal 11, and the central controller 40
The reaction force is controlled by the pedal controller 48 based on the calculation command.

"Integrated control of braking and driving"
In the present embodiment, three modes (to be described later, yaw moment addition by steering, yaw moment addition by left / right differential braking / driving input, and load from the rear wheel to the front wheel when the yaw moment control as described later is realized in the present embodiment. Yaw moment addition by movement (see FIG. 7)), and one of them is “Yaw moment addition by left / right differential braking / driving input”. Different braking and driving forces are generated on the left and right wheels, but the difference between the left and right braking or driving forces contributes as the yaw moment.

Therefore, in order to realize this difference, there may be an unusual operation such as driving one side and braking the other side. In such a situation, the central controller 40 determines the integrated control command in an integrated manner, and the brake controllers 451 (for front wheels) and 452 (for rear wheels), the powertrain controller 46, the motor 1, and the driving force distribution mechanism 2 Is properly controlled through

"steering"
The steering system of the vehicle 0 is a four-wheel steering device, but has a steer-by-wire structure in which there is no mechanical connection between the steering angle of the driver and the tire turning angle. The steering system includes a front power steering 7 including a steering angle sensor (not shown), a steering 16, a driver steering angle sensor 33, and a steering controller 44. The steering amount of the driver's steering wheel 16 is detected by a driver steering angle sensor 33, and the steering controller 4
4, the central controller 40 performs arithmetic processing. This calculation process includes a steering angle input according to the yaw moment control related to the present embodiment. The steering controller 44 controls the front power steering 7 and the rear power steering 8 according to the steering amount.

A steering reaction force motor 53 is connected to the steering 16, and the reaction force is controlled by the steering controller 44 based on a calculation command from the central controller 40. The depression amount of the brake pedal 11 of the driver is detected by the brake pedal position sensor 32 and is processed by the central controller 40 via the pedal controller 48.

"Sensor"
Next, the motion sensor group of this embodiment will be described. As shown in FIG. 1, the lateral acceleration sensor 21, the longitudinal acceleration sensor 22, and the yaw rate sensor 38 (vehicle rotational angular velocity) are disposed in the vicinity of the center of gravity. Also, differentiating circuits 23 and 24 are provided for differentiating the outputs of the respective acceleration sensors to obtain jerk information. Further, a differentiation circuit 25 for differentiating the sensor output of the yaw rate sensor 38 to obtain a yaw angular acceleration signal is mounted.

In the present embodiment, it is illustrated that each sensor is installed in order to clarify the existence of the differentiation circuit. However, in actuality, the acceleration signal is directly input to the central controller 40 to perform various arithmetic processes, and then the differentiation process is performed. May be. Therefore, the yaw angular acceleration of the vehicle body may be obtained by performing differentiation in the central controller 40 using the yaw rate estimated from the wheel speed sensor. Further, in order to obtain jerk, an acceleration sensor and a differentiation circuit are used, but an already known jerk sensor (see, for example, JP-A-2002-340925) may be used.

"Yaw moment control"
Next, yaw moment control by left and right wheel driving force distribution will be described with reference to FIGS. In this embodiment, "Yaw moment addition by steering", "Yaw moment addition by left / right differential braking / driving input", "Yaw moment addition by load movement from rear wheel to front wheel"
The yaw moment applied to the vehicle 0 is controlled using the following three methods. FIG. 2 is a schematic diagram showing a situation where three types of positive yaw moment inputs are performed from the counterclockwise turning state of the vehicle. FIG. 3 is a schematic diagram showing a situation in which three types of negative yaw moment inputs are performed from the counterclockwise turning state of the vehicle.

FIG. 2 is a diagram showing three methods for inputting a positive moment from the standard state shown in FIG. First, the lateral motion equation of the vehicle 0 in the standard state (A) and yawing (
Shows the equation of rotation).

Where m: mass of the vehicle 0, Gy: lateral acceleration applied to the vehicle 0, Fyf: lateral force of the front two wheels, Fyr: lateral force of the rear two wheels, M: yaw moment, Iz: yawing inertia of the vehicle 0 Moment, r_dot: yaw angular acceleration of vehicle 0 (r is yaw rate), lf: distance between vehicle 0 center of gravity and front axle, lr: distance between vehicle 0 center of gravity and rear axle. In the standard state, the yawing motion is balanced (the yaw moment is zero), and the angular acceleration is zero.

In the state (B), “yaw moment addition by steering” is performed from the standard state (A). Compared with the standard state of (A), the front wheel steering angle is increased by Δδf and the rear wheel is increased by the reverse direction Δδr, so that the lateral force of the two front wheels increases from Fyf to Fysf and the lateral force of the two rear wheels is Fyr.
Therefore, a positive moment (Ms) is generated according to Equation 2 above as shown in Equation 3 below.

In the present embodiment, a four-wheel steering vehicle capable of steering the rear wheels is assumed, but a positive moment can be generated even in a normal front-wheel steering vehicle.

Next, from the standard state of (A), the braking force -Fdrl is applied to the left rear wheel 63, and the driving force Fd is applied to the right rear wheel 64.
The addition of the braking force -Fdf to the left front wheel 61 is the "moment addition by the left / right braking / driving input" in (C). in this case,

It becomes. Here, d represents left and right treads (distance between left and right wheels as shown). further,

Thus, even if the vehicle is not an all-wheel drive vehicle (in this example, the right front wheel 62 is not driven), the yaw moment can be generated without generating acceleration / deceleration in the front-rear direction. That is, the yaw moment can be applied without causing the driver to feel uncomfortable.

Next, (D) of FIG. 2 is a method of generating load movement positively from the rear wheel to the front wheel by applying a braking force, reducing the restoring yaw moment of the vehicle, and consequently generating the yaw moment. .

The phenomenon of adding the yaw moment by this load movement is described in “Automobile Engineering Association Vol. 47, No.
. 12, 1993, PP. 54-60, Author Shibata, etc. "," Acceleration / deceleration during steady turning in the range where the lateral force of the tire is proportional to the load, as disclosed in "Improvement of vehicle motion performance by yaw moment control" The yaw moment by is proportional to the product of lateral acceleration and longitudinal acceleration. This phenomenon occurs when the friction circle of the front wheel increases from the state of FIG. 2A due to the deceleration -Gx, and the friction circle of the rear wheel decreases at the deceleration -Gx. However,
-Gx is

It is. The formula modification up to where the input yaw moment is the product of lateral acceleration and longitudinal acceleration is omitted,

Thus, a positive yaw moment can be input.

On the other hand, FIG. 3 shows a method of inputting a negative yaw moment by the same method as shown in FIG. Since the method is the same as the input of the positive yaw moment in FIG. 2, detailed description is omitted, but steering reduces the steering angle or steers the rear wheels in the same phase direction as the front wheels, and braking / driving is in the reverse direction. Applying force and accelerating the load movement, the rear wheel load is increased, the rear wheel lateral force is relatively increased, and the front wheel lateral force is decreased to reduce the restoring direction ((B) in FIG. 3). (C)
In (D), a moment (clockwise) is obtained.

As described above, the vehicle of this embodiment can generate both positive and negative yaw moments according to the command of the central controller 40. Next, a method for calculating a target yaw moment for a specific yaw moment command will be described in detail. The outline of how the yaw moment is generated as described above is introduced in various documents.

"Vehicle kinematics technical background"
As shown in FIG. 4, a situation is assumed in which the vehicle is turning along a certain curve. In a curve expressed by C (s) = (X (s), Y (s)) in a coordinate system (X, Y) fixed on the ground, s
Is the distance along the curve. If the curvature of the locus is κ (= 1 / ρ (ρ: turning radius)),
κ is generally expressed using an arc length parameter (s) along the trajectory as shown in Equation 8.

That is, when there is a change in angle (dθ) when a curve is advanced by a certain distance (ds), this is called curvature κ (dθ / ds).

As is well known, the trajectory drawn by the vehicle when the steering wheel is steered at a constant angular velocity at a constant vehicle speed is called a clothoid curve and is often used in road design. This curve is

This is a curve in which the rate of change of curvature is constant with respect to the distance traveled. Therefore, when running on a clothoid curve at a constant speed (u) in a vehicle,

And the time change in curvature seen from this vehicle is

And constant (this may be considered as a replacement of the arc length parameter with the time parameter t). On the other hand, from the definition of the curvature κ, κ (s) is expressed as Equation 12.

This means that the vehicle yaw angle is generated by ψ when the vehicle moves on the curve of curvature κ (s) from s1 to s2 without a side slip change.

As shown in FIG. 5, the difference between the tangential vector (V) of the curve (the thick black curve indicating C (s)) and the vehicle speed direction (the one-dot chain line direction) is zero. (Fig. 5 (A)
) Or an angle (β) called a side slip angle is constant (FIG. 5 (B)), and in this state, the revolution and rotation of the vehicle are in an ideal state of matching. it is conceivable that. In addition, it is necessary to pay attention to the fact that the yaw angle generated in this ideal state is determined geometrically and is not directly related to the vehicle dynamics. The details of the state shown in FIG. 5 are described in, for example, “Motor Movement and Control”, Masato Abe, Sankai-do Publishing, July 10, 1992, First Print, Chapter 3. Yes.

"Derivation of standard yaw moment"
Assuming that it takes time t1 → t2 to move from s1 to s2 shown in FIG. 4, the yaw rate r_ref of the vehicle in such a motion state is

It becomes. Further, when calculating the yaw angular acceleration (r_ref_dot),

It becomes. Here, the speed in the traveling direction of the vehicle is as follows:

And if the acceleration in the longitudinal direction of the vehicle is Gx,

It becomes. In addition, when the lateral acceleration of the vehicle is Gy, as shown in FIG.

When

There is a relationship. Differentiating these two sides with time, and finding the change in curvature over time,

It becomes.

Here, Gy_dot is the lateral jerk of the vehicle. Substituting Equation 16, Equation 18, and Equation 19 into Equation 14,

Here, since the product of the longitudinal acceleration and the lateral acceleration in the second term divided by the square of the velocity is smaller than that in the first term, it is not considered in this embodiment. Further, when a more accurate value is required, it may be considered.

Now, what is expressed by Equation 20 above is the yaw angular acceleration required by the vehicle traveling in an ideal state. Further, when this yaw angular acceleration value is multiplied by the yawing inertia moment Iz of the vehicle, a standard yaw moment is obtained (which corresponds to a general relationship of force f = mass m × acceleration α).

"Control logic"
Next, a method for controlling the yaw moment of the traveling vehicle using the above-mentioned standard yaw moment will be described. Here, as described with reference to FIG. 5, the reference moment is a moment necessary to follow the path in a state where the revolution and rotation of the vehicle are coordinated and matched. If this moment is large, the vehicle If the vehicle rotates and is small, the vehicle is off the route.

In an actual vehicle, as shown in FIG. 6, there is a difference between the revolution motion and the rotation motion. This is because the vehicle has dynamics and its characteristics change according to speed change, load change, disturbance, and the like. In the present embodiment, it is considered to correct this divergence (deviation shown in FIG. 6). Specifically, the following two cases are assumed. First, when the vehicle enters a turn from a straight line or in a transitional state from a straight line to a turn, the lateral acceleration has a response delay as a change in the side slip angle with respect to the yaw rate. Turn / escape assist). In addition, the balance of the lateral forces of the front and rear wheels is broken for some reason, and the suppression of the state where the rotation increases more than the revolution (spin) is considered (behavior change suppression).

The yaw rate estimated from the difference between the yaw rate sensor 38 mounted on the vehicle 0 or the left and right wheel speed sensors is set as the output angular acceleration of the differentiation circuit 25 as r_real_dot. By multiplying this value by the yawing inertia moment Iz of the vehicle 0, the yaw moment acting on the current vehicle can be grasped.

Eventually, the difference between the acting yaw moment (Iz · r_real_dot) and the normative yaw moment (Iz · r_ref_dot) becomes the differential yaw moment that causes the difference between revolution and rotation. Therefore,

Is the yaw moment to be corrected. Here, k is a proportional gain. The reason why the proportional gain is required is that the reference yaw moment does not include dynamics, and therefore, when direct feedback (k = 1) is added, there is a divergence region. Therefore, it is necessary to adjust so that k is always 1 or less.

"Configuring Control Logic"
FIG. 7 is a schematic diagram showing the configuration of the control logic relating to the present embodiment. A value obtained by dividing the lateral jerk (Gy_dot) of the vehicle by the speed (V) in the longitudinal direction of the vehicle (Gy_dot / V)
Based on the above, the yaw moment of the vehicle is controlled. Further, the vehicle yaw angular acceleration (r_dot) is detected, and the yaw moment of the vehicle is controlled so that the difference between (Gy_dot / V) and (r_dot) becomes small.

The switching or combination of “add yaw moment by steering”, “add yaw moment by left / right differential braking / driving input” and “add yaw moment by load transfer from rear wheel to front wheel” is determined according to the driver input. . For example, when there is an accelerator input, “add yaw moment by load movement” accompanied by deceleration is not performed, or the total value of “left / right differential braking / driving input” is controlled according to the accelerator input of the driver, etc. . A series of these processes is performed in the central controller 40.

"Checking the validity of the principle based on actual detection results"
Next, a detection test result of the corrected yaw moment ΔM using an actual vehicle is shown. About 15 experimental vehicles
A front engine front drive passenger car with 00 [kg] yawing moment of inertia 2500 “kgm2”, and has lateral jerk detection means and yaw angular acceleration detection means.

FIG. 8 shows the vehicle when the driver performs the line trace task (left side in the figure, (d) → (a)) and Voluntary Drive (right side, (b) → (d)) to freely select the route. Trajectory (measured value), vehicle longitudinal, lateral acceleration, normative yaw angular acceleration r_ref_dot obtained by dividing lateral jerk at that time, actual vehicle yaw angular acceleration r_rea
l_dot represents the difference between the respective angular accelerations. Near the test track, X
A line to be traced on the road surface is drawn in a portion to the left of −100 [m].

Therefore, the driver approaches from X = 0 [m] to the right corner. 75 [s (Time)] in the bottom two graphs shows the moment of escaping from the left corner
From here the vehicle enters (b) corner, (c) exits from the corner (d)
The task is to enter the corner again.

The speed immediately before entering the line trace task (left side) corner is defined as approximately 60 [km / h], but the driver may freely use the brake and accelerator.
This is the second acceleration graph shown in FIG. Therefore, it should be noted that this experiment is a result with free acceleration / deceleration.

As can be inferred from Equation 20 above, the time change in yaw angular acceleration and curvature κ is highly correlated. Therefore, the standard yaw angular acceleration occurs at the corner doorway where the line where the curvature changes is traced. As shown in the third part of FIG. 8, the difference between the standard yaw angular acceleration and the actual yaw angular acceleration is negligible, and it can be seen that the driver does not cause a large change in behavior and accurately controls the vehicle and traces the line. .

Here, the lowermost diagram in FIG. 8 shows the corrected yaw moment. Although it is a small amount as a whole, it is positive until the normative yaw angular acceleration rises and reaches a peak, and is negative at the fall, and this value is multiplied by an appropriate gain k as shown in Equation 21 for feedback. It is clear that the responsiveness and convergence of the vehicle motion can be improved by applying the yaw moment. Further, as described above, since this experiment is an experiment that allows the driver to freely accelerate and decelerate by the brake and the accelerator, it is also clear that this embodiment is effective even in an unsteady vehicle acceleration / deceleration state.

When the closed control is performed by the driver, the driver accurately controls the brake, the steering, and the accelerator in cooperation with each other, so that there are many situations in which the corrected yaw moment is unnecessary.
In other words, when the control intervenes in such a situation, the sense of incongruity increases. For this reason, in order to more clearly confirm the correctness of the control logic (calculation of corrected yaw moment), an open loop test that performs sine curve steering to the left and right at a set speed is performed, and an accurate corrected yaw moment signal is calculated. I tried to verify whether or not.

FIG. 9 shows that the steering is 40 [deg], 40 [deg], in a sine curve of 1 [Hz] at vehicle speeds of 20 [km / h], 60 [km / h], and 80 [km / h], respectively. 50 [
deg] is a diagram comparing the reference yaw angular acceleration obtained by dividing the lateral jerk by the speed and the actual yaw angular acceleration obtained by differentiating the actual vehicle yaw rate.

As is well known, the lateral movement performance (dynamics) of the vehicle changes with the vehicle speed. The actual yaw angular acceleration has a low gain and a delayed phase when the vehicle speed is low. As the vehicle speed increases,
It appears that the gain has increased and the phase delay has decreased accordingly (actually it is delayed). In such a case, the corrected yaw moment needs to change according to the vehicle speed.

On the other hand, the standard yaw angular acceleration remains steered, that is, a sine curve of 1 [Hz], and there is no phase delay due to a speed change (because vehicle dynamics are not used). Accordingly, FIG. 10 shows a corrected yaw moment signal (ΔM) obtained from the difference between the standard yaw angular acceleration and the actual yaw angular acceleration. However, the correction amount includes a change in dynamics with respect to the standard yaw moment. It is clear.

"Summary"
The configuration and functions of the vehicle motion control device according to the present embodiment described above are summarized as follows. That is, a value obtained by dividing the lateral jerk (Gy_dot) of the vehicle by the vehicle longitudinal speed (V) (Gy_dot / V = r_ref_dot) (reference yaw angular acceleration) and the vehicle yaw angular acceleration detecting means Vehicle yaw angular acceleration (r_real_dot)
So that this value becomes smaller
(1) The lateral slip angle of each wheel of the vehicle is controlled to control the difference in lateral force between the front wheels and the rear wheels.
(2) Control the vertical slip ratio of each wheel of the vehicle to generate a difference in driving or braking torque between the left and right wheels (Note that the vertical slip ratio is controlled in order to change the vertical force (front / rear force) of each wheel) All you need to do is of course known in the art)
(3) The difference in lateral force between the front and rear wheels is changed by the load movement between the front and rear wheels by the longitudinal acceleration.
(In addition to applying the three control methods individually, it is of course possible to combine these control methods in an appropriate combination) and to control the yaw moment of the vehicle Thus, it becomes possible to adjust the amount of control yaw moment according to the change in vehicle dynamics including the unsteady vehicle acceleration / deceleration state, and stable traveling can be realized. In short, the main feature of the present invention is that the value obtained by dividing the lateral jerk of the vehicle by the longitudinal velocity is the yaw angular acceleration (yaw angular yaw acceleration necessary for realizing the motion shown in FIG. 5). Based on the difference between the actual yaw angular acceleration (r_real) and the value (r_ref) divided above, using the fact that the inertia moment Iz is multiplied by the yaw moment)
It controls the yaw moment.

Next, a vehicle motion control apparatus according to another embodiment of the present invention will be described below. FIG.
As described above, the control device in the embodiment of the present invention described above employs feedback and closed-loop control based on the difference between the standard yaw angular acceleration of the vehicle and the actual yaw angular velocity.

On the other hand, in another embodiment of the present invention, open loop control, particularly yaw moment control by load movement is employed. As I mentioned earlier, “Automotive Engineering Society, Vo
l. 47, no. 12, 1993, PP. 54-60 ”, as disclosed in“ Improvement of vehicle motion performance by yaw moment control ”, in a range where the lateral force of the tire is proportional to the load, the yaw moment (acceleration / deceleration during steady turning) Mzls) is given by Equation 22.
Is proportional to the product of lateral acceleration and longitudinal acceleration. Here, m is the vehicle mass, h is the height of the center of gravity, and g is the gravitational acceleration.

Therefore, the lateral jerk (Gy_dot) of the vehicle is set to the vehicle longitudinal speed (V).
The value obtained by multiplying the value divided by (Gy_dot / V = r_ref_dot) by the moment of inertia around the z-axis is the required yaw moment, and the longitudinal acceleration at which the required yaw moment and the profile have the same control moment is obtained. This may be considered as integrated control of the longitudinal motion and the lateral motion in which the longitudinal acceleration is determined by the brake / accelerator according to the lateral acceleration and lateral jerk generated by the steering operation.

That is, this is a method for obtaining a value that serves as a control guideline for the system to automatically operate the brake and accelerator according to the steering of the driver. When the proportionality constant is c, the command longitudinal acceleration G
xc is given by Equation 23 below.

By controlling the brake / accelerator based on this Gxc value, the moment caused by the load movement is generated so as to be close to the standard yaw moment, so the degree of coincidence between rotation and revolution is increased, improving maneuverability, vehicle Can be stabilized.

In addition, when mounted on a vehicle, when dividing by the lateral acceleration (Gy) of the vehicle, the lateral acceleration may be a small value and the commanded longitudinal acceleration Gxc may be a large value in the initial turning state. Moreover, there is a similar fear when the speed decreases. In order to avoid such a situation, as shown in Expression 24, main information is obtained from the lateral jerk (Gy_dot) of the vehicle, and the other part is a function f () of velocity and / or lateral acceleration. Gy, V), or even if the commanded longitudinal acceleration Gxc is determined as the gain KGyV stored in the map or the like together with the accompanying information, it is sufficiently engineeringly useful.

More specifically, the vehicle longitudinal speed (V) and the vehicle lateral jerk (G
y_dot) and a lateral jerk (Gy_dot) of the detected vehicle.
Based on the value (Gy_dot / V) divided by the vehicle front-rear speed (V) where the vehicle is detected, the vehicle longitudinal acceleration is controlled and the vehicle yaw moment is controlled by load movement.
More specifically, the lateral acceleration (Gy) of the vehicle is detected, and the lateral jerk (Gy_dot) of the vehicle based on this detection is divided by the longitudinal velocity (V) detected by the vehicle. (Gy
_Dot / V), the longitudinal acceleration of the vehicle is controlled based on a physical quantity proportional to the value divided by the lateral acceleration (Gy) of the vehicle, and the yaw moment of the vehicle is controlled by load movement.

1 is a diagram illustrating an overall configuration of a vehicle motion control apparatus according to an embodiment of the present invention. It is a schematic diagram which shows the condition which implemented three types of positive yaw moment inputs from the counterclockwise turning state of a vehicle. It is a schematic diagram which shows the condition which implemented three types of negative yaw moment inputs from the counterclockwise turning state of a vehicle. In order to represent the situation where the vehicle turns along a curve, it is a diagram for explaining the concept of the curvature of the trajectory and the arc length parameter along the trajectory. It is a figure showing the ideal state which shows the turning state where a vehicle does not skid. It is a figure explaining the situation where an actual vehicle turns with dynamics and a correction yaw moment is required. It is a figure explaining the control logic in the vehicle motion control apparatus which concerns on embodiment of this invention. It is a figure which shows the actual measurement result at the time of the exercise | movement accompanying the acceleration / deceleration in a vehicle. It is a figure which shows the actual measurement result of the reference | standard yaw angular acceleration when the vehicle speed and steering conditions are prescribed | regulated, and an actual yaw angular acceleration. It is a figure which shows the measurement comparison of the target yaw moment and the correction yaw moment when the vehicle speed and the steering condition are defined.

DESCRIPTION OF SYMBOLS 0 Vehicle 1 Motor 2 Driving force distribution mechanism 7 Front power steering 8 Rear power steering 10 Accelerator pedal 11 Brake pedal 16 Steering 21 Lateral acceleration sensor 22 Longitudinal acceleration sensor 23, 24, 25 Differentiation circuit 31 Acceleration sensor 32 Brake sensor 33 Steering angle sensor 38 Yaw Rate Sensor 40 Central Controller 44 Steering Controller 46 Power Train Controller 451, 452 Brake Controller 48 Pedal Controller 51 Acceleration Reaction Motor 52 Brake Reaction Motor 53 Steering Reaction Motor 61 Left Front Wheel 62 Right Front Wheel 63 Left Rear Wheel 64 Right Rear Wheel

Claims (1)

Control means for controlling the longitudinal acceleration based on the lateral jerk (Gy_dot) of the vehicle;
The control means includes
When there is no driver's accelerator operation, a value f (Gy, V) obtained by multiplying the lateral jerk (Gy_dot) by a function f (Gy, V) of the longitudinal velocity (V) and the lateral acceleration (Gy). ) × (Gy_dot) or a value obtained by multiplying the lateral jerk (Gy_dot) by the longitudinal velocity (V) and a gain (KGyV) corresponding to the lateral acceleration (Gy) (KGyV) × (Gy_dot) ) Or the lateral acceleration (Gy_dot / V) obtained by dividing the lateral jerk (Gy_dot) by the longitudinal velocity (V) (Gy_dot / V). A vehicle whose motion is controlled using jerk information, wherein the longitudinal acceleration is controlled based on a value proportional to a value divided by (Gy_dot / V · Gy).