JP6506812B2 - Vehicle motion control device and motion control program - Google Patents

Description

  The present invention relates to a motion control device for a vehicle using a braking force and a driving force.

  In the automotive field, in addition to vehicle control systems such as Electronic Stability Control (ESC), which prevent spin and turn-out during turning to realize improvements in environmental protection, safety and comfort, Development of vehicle control systems using Intelligent Transport Systems (hereinafter referred to as ITS) such as inter-vehicle distance control (Adaptive Cruise Control: hereinafter referred to as ACC), lane departure prevention system and pre-crash safety is accelerating.

  The ESC is a vehicle motion control based on the concept of Direct Yaw-moment Control (DYC) (see Non-Patent Document 1).

  As described in Non-Patent Document 1, this DYC is a yawing moment for promoting or restoring a yawing motion that is a rotation about the Z axis of the vehicle in order to improve the maneuverability and stability of the vehicle. Is controlled by giving a difference to the braking force of the left and right wheels or the driving force.

  There is also a method of generating load movement between the front wheels and the rear wheels to improve the maneuverability and stability of the vehicle by automatically accelerating / decelerating in conjunction with the lateral movement by the steering wheel operation (non-patented) Reference 2).

The acceleration / deceleration command value (target longitudinal acceleration G _xc ) for automatic _execution is as shown in equation 1 below:

Basically, this is a simple control law in which the _lateral additive acceleration _{Gy_dot} is multiplied by the gain C _xy , and the value to which the first-order delay is added is used as the longitudinal acceleration / deceleration command.

Incidentally, G _y: vehicle lateral _{acceleration,} G y_dot: vehicle lateral jerk, C _xy: gain, T: first-order lag time constant, s: Laplace _operator, G x_DC: Offset.

  This makes it possible to simulate part of the joint control strategy of the horizontal and longitudinal movements of the expert driver and to improve the maneuverability and stability of the vehicle.

  When controlled in this way, the combined acceleration (referred to as G) of longitudinal acceleration and lateral acceleration is a diagram that takes the longitudinal acceleration of the vehicle on the horizontal axis and the lateral acceleration of the vehicle on the vertical axis. It is called "G-Vectoring Control" because it is directed to make a transition (Vectoring).

  This G-Vectoring control controls the deceleration of the vehicle according to the lateral acceleration. On the other hand, the ESC controls the yaw moment of the vehicle in response to the side slip of the vehicle. Roughly speaking, G-Vectoring control is to control the sum of four wheels of the braking force by the tire, and ESC is to control the difference between the two left and right wheels. From such a relationship, in Patent Document 1, in the motion control device of a vehicle capable of independently controlling the driving force and the braking force of the four wheels, one of the four wheels is selected based on the acceleration / deceleration control command linked to the lateral motion. Two different braking / driving forces are generated on the left and right wheels among the four wheels based on the first mode that generates substantially the same braking / driving force for the left and right wheels and the yaw moment control command calculated from the side slip information of the vehicle The vehicle movement is characterized by having the second mode and operating in the first mode when the yaw moment command is small and operating in the second mode when the yaw moment command is large. A controller is disclosed.

JP, 2011-73534, A

Shibahata, Y .; Tomari, T; and Kita, T .; SH-AWD: Direct Yaw Control (DYC), 15. Aachener Kolloquium Fahrzeug- und Motorentechnik, p. 1627, 1640, 1641, 2006 M. Yamakado, M. Abe: Improvement in vehicle agility and stability by G-Vectoring control, Vehicle System Dynamics Vol. 48, Supplement, 2010, 231-254

The ESC is a method of generating a yawing moment by adjusting the braking force of each wheel separately for the left and right wheels, and performing feedback control so that the ideal motion calculated by the vehicle motion model approaches the actual motion. Since the yaw moment required for control changes momentarily based on the motion state of the vehicle, there are roughly the following two requirements to achieve this. (1) High accuracy of vehicle motion model ・ Ensuring calculation accuracy of ideal motion condition by high speed operation, accurate measurement and estimation of vehicle motion condition, calculation of accurate side slip information by this, accurate slip ratio calculation, Control In order to do this, it is difficult to mount in an environment with various communication speeds (including slow signals) such as CAN (Control Area Network), and the control state amount itself (slip rate, hydraulic command etc.) It requires a dedicated controller in the ESC unit that is not affected by communication with it. (2) Optimization of the control intervention threshold for preventing early operation In the first place, since the ESC applies different braking forces to the left and right wheels of the vehicle, when the driver notices the operation of the ESC, one side of the normal brake is lost I feel like I am doing it. Also, in the conventional ESC, a comparatively large operation noise and vibration are generated to use a plunger pump with a small number of cylinders and to control the hydraulic pressure accumulated in the accumulator by the ON / OFF valve, so the ESC is truly It needs to be tuned to work only where it is needed. For this purpose, it is necessary to increase the control intervention threshold and perform control after the vehicle has become unstable.

  On the other hand, G-Vectoring control (hereinafter referred to as GVC) is basically an open loop control with very little control calculation addition, in which acceleration and deceleration proportional to the lateral acceleration of the vehicle are used as a control command. The brake when performing deceleration control is four-wheel iso-pressure control as well as service brakes that drivers usually handle, and there is no sense of incongruity even with this control, and linkage between the horizontal and longitudinal movements of the expert driver On the other hand, it is reported that the ride comfort is good because the roll and the pitch of the vehicle are trained because they simulate a part of the control strategy. Further, since it is only necessary to perform deceleration control at a speed comparable to that of the driver, it is possible to realize control by sending a control command to the brake controller with a normal CAN signal. However, in order to operate frequently from the normal region, an actuator (smart actuator) for high-speed and durable durability NVH (Noise, Vibration, Harshness) performance free from operation noise and vibration is required.

  The requirements for ESC and GVC, and the requirements for hybrid control combining them are shown in FIG. As mentioned above, the hybrid control of ESC and GVC has the highest performance in terms of movement performance, but in order to meet the requirements on the ESC side, the dedicated controller in the premium specification ESC unit with superior NVH performance serves as the dedicated controller in ESC and GVC. It will be necessary to incorporate hybrid control software. Then, it is also possible to smooth the linkage between the GVC and the ESC by, for example, changing the threshold on the side of the ESC and “tuning”. Specifically, by reducing the intervention threshold of the oversteer correction of the ESC, the Agility improvement achieved by the GVC is made the most of it (to the vicinity of the neutral steer), and in the event of a spin by the ESC It is also possible to take the method of corresponding.

  Practically, it is impossible without the ESC supplier to incorporate the ESC and GVC hybrid control software into the dedicated controller in the ESC unit. In order to provide the technology to more drivers, more implementations need to be addressed. FIG. 5 is a comparison table showing in which controller of the hardware the GVC logic is mounted (the control contents other than GVC are described as conventional control). For example, in No. 2 in FIG. 5, GVC is realized as a smart actuator using an electrohydraulic brake actuator, and the side slip prevention effect is realized by a general-purpose ESC. In No. 5, the regenerative braking force of the electric vehicle is used for GVC, and the side slip prevention effect is realized by a general-purpose ESC. In addition, No. 1, 3, 4, 6 use premium ESCs with high NVH performance, except for No. 1, GVC logic is mounted outside the ESC controller that requires high-speed calculation, and CAN signals are used. It is configured to externally control the ESC of the premium specification.

  In order to realize modes other than No. 1, the connection to slip control and yaw control on a low μ road is considered as an issue. Of course, slip control represented by ABS (Anti-lock Braking System) or yaw control by ESC operates alone, so it is possible to guarantee the minimum stability. However, in order to approach seamless control as achieved by Hybrid control, it is necessary to construct not only integrated control of GVC and ESC, but also new integrated control that adds yaw moment control for transit.

  An object of the present invention is to provide a motion control device of a vehicle capable of improving the maneuverability, stability, and riding comfort.

  In order to achieve the above object, a motion control device of a vehicle according to the present invention comprises: control means for independently controlling a driving force or driving torque of each wheel of the vehicle and / or a braking force or braking torque; A vehicle acceleration / deceleration command calculation unit that calculates a vehicle acceleration / deceleration command value based on acceleration; and a first vehicle yaw moment command calculation unit that calculates a first vehicle yaw moment command value based on lateral acceleration of the vehicle And second vehicle yaw moment command computing means for calculating a second vehicle yaw moment command value based on the side slip information of the vehicle, and among the four wheels of the vehicle based on the vehicle acceleration / deceleration command value, A vehicle is generated based on a first mode in which acceleration / deceleration of the vehicle is controlled by generating substantially the same driving force or driving torque and / or braking force or braking torque for left and right wheels, and a first vehicle yaw moment command value. In a second mode for controlling the vehicle's yaw moment by generating different drive power or drive torque and / or braking force or braking torque on the left and right wheels of the four wheels, and the second vehicle yaw moment command value And a third mode in which different driving forces or driving torques and / or braking forces or braking torques are generated on the left and right wheels of the four wheels of the vehicle to control the yaw moment of the vehicle. .

  It is possible to provide a vehicle motion control device capable of improving the maneuverability, stability, and further the riding comfort.

It is a figure which shows the mode from the left corner approach of a G-Vectoring control vehicle to escape. It is a figure which shows the hybrid control structure of DYC (ESC) and GVC. It is a figure which shows the working condition of only ESC in a lane change, and hybrid control. It is a figure which shows the requirements of ESC, GVC, and a hybrid control. It is a comparison table which showed GVC logic in which controller. It is a figure which shows the relationship between ESC, Moment +, GVC, and hybrid + (Hybrid +) control. It is a figure which shows the working range and timing of Moment + control. It is a figure which shows the basic policy of a moment control law. It is a figure which shows the basic motion of a moment control law. It is a figure which shows the jerk at the time of behavior change. It is a figure which shows the jerk sensor measurement value at the time of a vehicle spin. It is a figure which shows the aspect of the side slip angle at the time of a vehicle spin, and a yaw rate. It is a figure which shows the relationship (example of OS control) of state quantity and control amount. It is a figure which shows the time-sequential data of lateral jerk and control amount (OS control). It is a figure which shows the comparison of a model presumed lateral jerk value and a measured value. It is a figure which shows the relationship (measurement example) of model estimation and a measured value. It is a figure which shows the maneuverability and stability improvement mechanism by control drive control. It is a figure which shows the working condition of three modes of this invention. It is a figure which shows non-interference formation of the yaw moment control and acceleration-deceleration control of this invention. FIG. 1 is a diagram showing an entire configuration of a first embodiment of a motion control device for a vehicle according to the present invention. It is a figure which shows vehicle lateral acceleration and jerk estimation using a vehicle model. It is a figure which shows the vehicle lateral acceleration using a combined sensor, jerk, and G-Vectoring command output. It is a figure which shows the concept of the mutual complementation by an estimated signal and a measurement signal. It is a figure showing control logic composition of a motion control device of vehicles concerning the present invention. It is a figure which shows the force and acceleration added to a vehicle, and a yawing movement. It is a figure which shows braking / driving force distribution in three mode working states of this invention. It is a figure showing the control composition of the 2nd example of the movement control device of the vehicles concerning the present invention. It is a figure showing the controller composition of the 2nd example of the movement control device of the vehicles concerning the present invention. It is a figure showing the vehicles composition of the 2nd example of the movement control device of the vehicles concerning the present invention. It is a figure which shows the test-course form for the effect verification of this invention. It is a figure which shows the control combination (2 ^ 3) for the effect verification of this invention. It is a figure which shows the hybrid + control of this invention, and the L turn test result equivalent to a normal ESC vehicle. It is a figure which shows GVC OFF and the L turn test result equivalent to another controller Hybrid control vehicle. It is a figure which shows the L-turn test result of only GVC & M + and GVC vehicles. It is a figure which shows the L turn test result of M + only and a non-control vehicle. It is a figure which shows the hybrid + control of this invention, and the lane change test result equivalent to a normal ESC vehicle. It is a figure which shows the hybrid + control of this invention, and the handling path driving test result equivalent to a normal ESC vehicle. It is a figure which shows the handling path test result (steering stability * feeling evaluation). FIG. 1 shows an embodiment which is made possible by the present invention.

  The motion control device for a vehicle according to the present invention is generally configured as follows.

  Configure Hybrid + (Hybrid Plus) control combining GVC and ESC (DYC) with additional moment control (Moment · plus, described as M +) operating from the linear region for the connection between GVC and ESC (Figure 6).

Further, the GVC deceleration command and the M + moment command are calculated by the same controller, and sent to the controller for ESC by communication, so that the ESC controller can integrate and control the deceleration and the moment.
More specifically, the vehicle motion control device of the present invention has three modes: GVC, ESC, and M +. That is, in the motion control apparatus of a vehicle having means capable of independently controlling the driving force or the driving torque of each wheel of the vehicle and / or the braking force or the braking torque, the vehicle acceleration / deceleration command value based on the vehicle lateral acceleration. The vehicle acceleration / deceleration command computing unit that determines the vehicle yaw moment command computing unit that determines the vehicle yaw moment command value based on the vehicle lateral acceleration, and the vehicle yaw moment command value that is determined from the vehicle side slip information The left and right wheels of the four wheels of the vehicle based on the vehicle acceleration / deceleration command value determined based on the vehicle lateral acceleration by the vehicle acceleration / deceleration A first mode (GVC) for controlling acceleration / deceleration of the vehicle by generating substantially the same driving force or driving torque and / or braking force or braking torque, and a first vehicle Based on the vehicle yaw moment command value determined based on the vehicle lateral acceleration by the yaw moment command computing means, different driving forces or driving torques for the left and right wheels among the four wheels of the vehicle and / or the braking force or braking torque Based on the vehicle yaw moment command value determined based on the vehicle side slip information by the second mode (M +) for controlling the vehicle's yaw moment by generating The vehicle is characterized by having a third mode (ESC) for controlling the yaw moment of the vehicle by generating different driving forces or driving torques and / or braking forces or braking torques to the left and right wheels of the four wheels. I assume.

  Further, in the first mode for controlling acceleration / deceleration of the vehicle based on the vehicle lateral acceleration, when the product of the vehicle lateral acceleration and the vehicle lateral acceleration is positive by the vehicle acceleration / deceleration command calculation means, the vehicle lateral acceleration is The product of the lateral acceleration of the vehicle and the lateral acceleration of the vehicle is obtained by the 1.1st mode (GVC-) for controlling the deceleration of the vehicle based on the deceleration command value of the vehicle determined based on When negative, it is characterized in that one or both of the 1.2th mode (GVC +) for controlling the acceleration of the vehicle based on the vehicle acceleration command value determined based on the vehicle lateral acceleration, or both. I assume.

  Further, in a second mode for controlling the yaw moment of the vehicle based on the vehicle lateral jerk, when the product of the vehicle lateral acceleration and the vehicle lateral jerk is positive by the first vehicle yaw moment command computing means, A second mode (M + +) for controlling a moment on the turning promotion side of the vehicle based on a moment command value on the turning promotion side determined based on the lateral acceleration of the vehicle, and the first vehicle yaw moment command When the product of the vehicle lateral acceleration and the vehicle lateral jerk is negative by the computing means, the moment on the vehicle stable side is controlled based on the vehicle stability side moment command value determined based on the vehicle lateral jerk. It is characterized in that it is one or both of the two modes (M +-).

  Further, a third mode for controlling the yaw moment of the vehicle based on the side slip information is a moment command value on the vehicle stable side determined based on the vehicle side slip information by the second vehicle yaw moment command calculating means. Based on the above, the 3.1st mode (ESC-) for controlling the moment on the stable side of the vehicle and the 3.2th mode for controlling the moment on the turning promotion side of the vehicle based on the moment command value on the turning promotion side. It is characterized in that it is both modes (ESC +).

  Further, it has arbitration means for the vehicle yaw moment command value determined by the first vehicle yaw moment command calculation means and the vehicle yaw moment command value determined by the second vehicle yaw moment command calculation means, It is characterized in that the one with the larger absolute value is adopted among the values of.

  Furthermore, at least the vehicle acceleration / deceleration command computing means and the first vehicle yaw moment command computing means are provided in the same controller, and the controller communicates the vehicle acceleration / deceleration command and the vehicle yaw moment command from the controller. The driving force or driving torque of each wheel and / or the braking force or braking torque are sent to means for independently controlling.

  Here, the basic idea of the present invention will be described in more detail.

  In order to realize seamless control that can be realized with Hybrid control as shown in Fig. 2 and 3 in various forms, not only integrated control of GVC and ESC but also yaw moment control for transit is added Need to build new integrated control. The moment control for this connection is hereinafter referred to as M + as Moment + (moment plus). FIG. 7 is a schematic view showing the operating range and timing of M +.

  The upper row shows the comparison between the target yaw rate and the actual yaw rate based on the steering angle and the vehicle speed. Here, it is assumed that the ESC is operating because the target yaw rate deviates from the actual yaw rate and exceeds the intervention threshold. . The GVC operates by applying equal braking forces to the left and right wheels in the daily area from the start of turning to the start of steady turning, thereby improving both the yaw rate and the lateral acceleration gain to improve turning performance. In addition, with hybrid control where GVC and ESC are mounted on the same ESC controller, seamless control can be realized in all of daily, transient and limit. On the other hand, for example, in the case of No. 4 in FIG. 5 in which ESC manufactured by Company A is adopted by a car manufacturer and GVC is mounted on an ADAS (Advanced Driver Assist System) controller manufactured by Company B, seamless control is realized like Hybrid control. It is difficult that the deviation between the target yaw rate and the actual yaw rate does not work unless the intervention threshold determined by company A is exceeded, and the ESC does not operate, and the motion control in the transient range, which is between the daily range and the limit range Will be discontinuous.

Therefore, M + is configured to start the moment control from the transition region aiming for the following effects.
-Reduce yaw rate deviation from before ESC operation and reduce sudden ESC intervention frequency.
-Even if the ESC is activated, the ESC control input amplitude is reduced by early intervention.
• In the limit range, continue to generate a moment command signal together with the ESC, if necessary.

  By constructing a new control combining M + control and GVC with the above control effects, mounting the control operation unit on a controller other than the ESC, and sending a control command to the ESC, a versatile ESC regardless of the manufacturer To realize various aspects, such as using an electrohydraulic brake actuator (No. 2 in FIG. 5) or using regenerative braking of EV (No. 5 in FIG. 3) Can.

Next, consider the moment control side in the transient state. In the transient state, a control law is required to exert the vehicle stabilization effect even in the transition state from the normal time to the limit time. Here, the basic policy and specific control rules will be derived.
<Basic policy of moment control law>
As a constraint on the control rule of M +, the following viewpoints can be mentioned.

    ・ Do not use wheel speed and sideslip angle information calculated at high speed inside the ESC controller.

    ・ A simple control rule that can be intuitively understood (small tuning man-hours).

    -It can be easily linked with GVC.

  In addition to this, with regard to control that operates in the transition state, if the control for the daily area + α (area slightly approaching the limit from the daily area) and control for the limit area are configured as select high, It can be expected to obtain seamless control commands. Then, when entering the limit area, takeover (select high) to the ESC control is performed (FIG. 8).

In deriving the control law in the daily area + α, we decided to refer to the driver's driving behavior from the idea of "human-inspired". In addition, the limit area control law is derived based on the vehicle behavior just before the spin generation. In the next and subsequent sections, we will consider control for the daily area and control for the limit area, respectively.
Derivation of control law of <Moment +>
Daily Area + α Control As a matter of course, since there is one accelerator and one brake pedal, the driver can not directly control the yaw moment by independently controlling the braking and driving forces of the four wheels. Therefore, the control law of the yaw moment can not be found directly as GVC (imitating human driving operation). Therefore, the yaw moment generated by the load movement based on the driver's optional acceleration / deceleration operation at the time of cornering is reconfirmed, and the control algorithm is derived.

GVC is acceleration / deceleration control linked to lateral movement. On the other hand, when acceleration and deceleration are performed, the vertical load of the tire moves. For example, the load moves from the rear wheel to the front wheel during deceleration and from the front wheel to the rear wheel during acceleration. On the other hand, cornering force has load dependency as well known. Here, when cornering stiffness is K _i (i = f, r, f: front, r: rear), they have a first-order load dependency (proportional coefficient C ₁ ) with respect to the tire vertical load W _i , Can be expressed by the following number 2.

On the other hand, assuming that the center of gravity of the vehicle is h and the vehicle accelerates or decelerates at G _x , the front wheel load W _f (for one wheel) becomes the following _equation 3.

The rear wheel load W _r (for one wheel) becomes the following equation 4.

Therefore, the cornering stiffnesses K _f and K _r become the following equations 5 and 6, respectively.

  Here, assuming that the cornering force is proportional to the side slip angle β, the following equations 7 and 8 are obtained.

  Substituting these relationships into the equations of lateral acceleration and yaw motion, the following Equations 9 and 10 are obtained.

Here, G _y0 and r 0 _{_dot} are the original lateral acceleration and yaw angular velocity when acceleration and deceleration are not performed. Focusing on the terms finally deformed by Equations 9 and 10 in the above equation of motion, it can be seen that when G _x is negative, that is, decelerated, both the lateral acceleration and the yaw motion are intensified.

In the equation of motion, equation 10, the yaw moment of inertia I _z can be approximated and rewritten as equation 11 below.

  Therefore, the equation 11 is substituted into the equation 9 and the equation 10, the equation is expressed in a matrix form, and when the GVC control rule is applied to this, the following equation 12 is obtained.

  According to Equation 12, it can be seen that the influence by GVC acts on both the yaw motion and the lateral acceleration. The degree of influence on lateral acceleration is expressed as the product of acceleration / deceleration and yaw motion, and the degree of influence on yaw motion is expressed as the product of acceleration / deceleration and lateral acceleration, and they influence each other in a cross-coupled manner. I understand that. Below, based on this relationship, we will consider moment control for stabilization.

In GVC, an acceleration command is issued when the lateral jerk is negative at the time of exit from a corner. However, in a test vehicle that places emphasis on brake control, only the GVC deceleration command was used, and the acceleration side was left to the driver without performing control (G _{x DRV} ).

Therefore,
When entering a corner: Automatic deceleration by GVC (G _x GVC)

When leaving the corner: Acceleration by the driver (G _{x DRV} )

Here, the driver simply not only wants to accelerate (increase the speed), the yawing motion of the number 14, a G _x as positive, to move the load to the rear wheels by the load movement, yaw moment It is also considered that it is easy to return to the straight-ahead state by

  According to this hypothesis, it is sufficient to insert a moment in the direction of stabilizing the yaw motion at the same timing as the driver. Furthermore, it has been confirmed that the driver takes an acceleration form similar to the command on the acceleration side of GVC (see Non-Patent Document 2).

That is, as driver assist control for the daily region + α, “when a command on the acceleration side in GVC is issued, a moment on the restoration side for reducing the yaw motion should be added to the vehicle”. Here, considering the analogy with the GVC command value of _Equation 1, when G _x — _DRV > 0, ie, −sgn (G _y · G _y — _dot )> 0, the following _Equation 15 is obtained.

Where C _mn is a proportionality factor and T _mn is a first-order lag time constant. This is the basic rule of everyday area + α control. Further, when the sgn term and the primary delay are omitted and simplified, and the deceleration by GVC and the moment control by M + are integrated and described, the following equation 16 is obtained. However, C _mn is a proportionality factor.

After all, the deceleration and the stabilization moment are added according to the lateral jerk _{Gy_dot} . FIG. 9 shows a basic conceptual diagram of this integrated control.

  In the daily area, the correlation between the steering angle input of the driver and the vehicle behavior calculated and obtained by the vehicle motion model is high. In addition, the steering angle reflects the driver's intention for the yawing motion, and enables the phase compensation of the control system as a signal that is “in phase” than the vehicle behavior. Therefore, when performing moment control in the daily area, control may be performed using the lateral jerk estimated using the vehicle motion model, as described in Patent Document 1 under the GVC command.

(Note: In this case, we consider low friction areas such as a snowy road as the operating range. If the driver steps on the accelerator and issues an acceleration request when exiting a turn on an asphalt road etc., moment control by the brake is also canceled immediately To configure.)
• When the balance of control forces in the limit area breaks down for some reason, a change in acceleration, ie, acceleration, occurs (Fig. 10).

  FIG. 11 shows a measurement value of a jerk (acceleration) sensor when the side brake is pulled during turning to saturate the tire force of the rear wheel to generate a behavior change (spin) and then the side brake is released. At the same time as the side brake is applied, the lateral acceleration decreases, and it can be seen that the lateral acceleration in the direction opposite to the lateral acceleration is generated. On the contrary, if the side brake is weakened, the lateral acceleration is recovered and a jerk in the same direction as the lateral acceleration is generated. The knowledge obtained from this is "When the product of acceleration and jerk starts to slide when the product is negative," "When the product is positive, stop sliding and the motion is recovering to the original state" It is. This is not limited to the lateral movement, but also applies to the anteroposterior direction. Thus, it is possible to detect the sliding condition of the vehicle and the returning condition by the acceleration and the jerk.

Here, considering the behavior change including spin more specifically, as shown in FIG. 12, the angle between the advancing direction of the center of gravity of the vehicle and the longitudinal center line of the vehicle, the side slip angle β is substantially zero It is assumed that the vehicle is stably traveling in the state of (β_dot = 0). Yaw rate in this case is r _0, the lateral acceleration of the vehicle, a relationship of G _y = V _o × r ₀ when the vehicle speed is V _o.

Here, when the vehicle starts to spin, r ₀ → r ₁ (> r ₀ ), β ₀ → β ₁ (<0) in ΔT, and r _{1 _dot} = (r ₁ −r ₀ ) / ΔT> 0, It becomes β _{1 _ dot} = β ₁ / ΔT <0. In the case where the vehicle's original yaw direction moment is small and control by DYC or the like is not performed, the side slip angle increases when ΔT elapses, and the vehicle spins.

  The lateral acceleration can be expressed as follows using the velocity V, the side slip angular velocity β_dot, and the yaw rate r.

In the case of spin, the lateral acceleration always decreases as compared to the lateral acceleration in the previous steady state. This is because the positive increase of r causes β to increase in the negative direction (β 1 — _dot <0). Therefore, although the lateral jerk is given by Eq. 18, this value is negative at the time of spin.

The above-mentioned event "when the product of acceleration and jerk starts to slip when the product is negative" holds also at the time of spin.
(Appendix 1: The first term of Eq. 18 is the rotational component of jerk and can be considered as centrifugal jerk (≒ r · G _x ))
(Appendix 2: When the side-slip angle increases, the lateral acceleration that can be measured by the lateral acceleration sensor is the cos β component of the centrifugal force (which works in the center direction of the turning path), so the measured value itself decreases)
Now, considering a sufficiently short time and assuming that the longitudinal acceleration is constant and the velocity is also constant, the lateral jerk can be considered as in the following Eq.

  The lateral jerk can be considered to be the sum of a side slip angle change, a side slip angle, a yaw angular acceleration, and a yaw angular velocity, with a value expressed by the velocity and the ratio of acceleration to speed as a coefficient. Although the ratio changes, it has at least a causal relationship, and it is considered that these amounts are changing when the lateral acceleration is generated. In the previous spin example, it is considered that the yaw rate and yaw angular acceleration increase, and the side slip angle and side slip angular velocity increase in the negative direction.

  Now, FIG. 13 shows an example of OS control of the ESC. In this logic, they are added based on the target yaw rate estimated by the vehicle model, the side slip angle, the measured yaw rate, the deviation between the side slip angle estimated using the observer, and the absolute value of the side slip angle, or The target moment command is determined by select high.

  Consider these yaw rate and side slip angle deviation. FIG. 14 is a diagram showing these in a generalized form. If the difference between the desired lateral movement and the actual lateral movement, and the change in lateral movement are taken out and shown on the time axis, the middle figure is obtained. From the time when the lateral motion change exceeds the intervention threshold, a moment command value is calculated based on these values.

  Now, considering the lateral motion deviation when the target lateral motion is zero, this is the actual lateral motion itself. At this time, it is considered that the time derivative value of the lateral motion deviation can be represented by the actual lateral jerk (FIG. 14 lower stage). Furthermore, if the target lateral motion is a sufficiently slow motion, considering it as an equilibrium point and considering the lateral motion deviation as a small disturbance from the equilibrium point, the time derivative at the equilibrium point is zero, so the lateral motion deviation The time derivative of is also considered as the time derivative of actual lateral motion. Below, we will consider lateral jerk as a command value for moment control.

  As described above, it can be considered that "when the product of acceleration and jerk is negative is when it starts to slide" and when "when it starts to spin". At this time, it is sufficient to apply a moment in the direction opposite to the spin (in the direction of restoration) to the vehicle. If the moment command value at this time is formulated most directly, it becomes several 20.

However, C _ml is a proportionality factor. This is consistent with the fact that “when the command on the acceleration side in GVC is issued, the restoring side moment for reducing the yaw motion should be added to the vehicle” for the daily area + α described in the previous section. Therefore, by appropriately selecting the proportional coefficients C _mn and C _ml , seamless integrated control can be configured from the everyday area to the limit area (of course, the ESC also intervenes based on the side slip information).
・ Seamless M + control As in the previous GVC control, as shown in Fig. 15, control has been performed using both the model estimated lateral additive acceleration value estimated using the vehicle motion model and the measured value (Patent Document 1 3). The early-phase acceleration information obtained by model estimation has an effect of aiming to improve the feeling of steering response by starting control early and moving the load to the front wheels by deceleration. In addition, although it is mainly compatible with low friction roads, the sudden deceleration of control does not occur and deceleration is obtained by performing deceleration linked to the vehicle lateral movement that occurs later after stopping the steering. Have confirmed that

Well, I decided to use the same method when trying to make seamless from the everyday domain of M + control to the limit domain. FIG. 16 shows the results of a trial for tasting on a snowy road. Although actual control is not performed, the command value is calculated and calculated based on the steering angle and the vehicle behavior when the spin is induced in the L-turn. The GVC command on the deceleration side has already built the command value as select high (in absolute value), but this time, the command value on the acceleration side is also measured with the command value based on the model estimation (Gy_dot Estimated) The momentum command value ( _{Mz_GVC} ) is obtained by _{selecting the} command value high based on the value (Gy_dot Measured). By adopting such a configuration, it is possible to obtain a control law in accordance with the “basic policy of the moment control law” as described above. Moreover, although the deceleration instruction | command by model estimation is output to around 8 second, since GVC and a moment instruction | command are non-interference, both control can also be implemented. At this time, an operation of decelerating while adding a moment on the restoration side is performed.
・ General control (Hybrid + Enhanced control)
So far, the focus has been on the brake control by the ESC, but here we will consider the situation where four-wheel independent controlled drive control is possible, and call this Hybrid + Enhanced control. The ability to control and drive on four wheels independently means that while the moment is generated by the difference between the left and right sides, the sum of the left and right sides can be made constant. As a result, the moment is controlled while controlling the acceleration and deceleration arbitrarily. It can be controlled arbitrarily.

  Also, in addition to controlling the moment directly by making a difference between the braking / driving forces of the left and right wheels, as shown in the equation development of Equations 2 to 15 above, and as shown in FIG. By the load movement between the front and rear wheels generated in the above, it is possible to control the moment indirectly, though using the difference in the lateral force of the front and rear wheels (B1, B2). In the previous brake control, even when trying to control the moment, deceleration will naturally occur, but if the driving force is also controllable, as shown in FIG. 17 (A1) and (A2) By equally applying the driving force to the wheels, only the moment can be controlled without acceleration and deceleration. In such a situation, the acceleration / deceleration is controlled by the driver's accelerator operation and GVC, and the moment can be controlled by ESC (DYC) based on M + and sideslip information. Here, when M + control is extended from control on only the stable side in Eq. 20 to turn acceleration control at turn-in, Eq. 21 is obtained.

  However, it is necessary to set the lateral acceleration gain Cmnl to an appropriate value from the normal region to the limit region.

With such a configuration, hybrid + enhanced control as shown in FIG. 18 can be realized. FIG. 18 shows from the top the driver's steering angle, lateral acceleration estimated value G _ye , lateral acceleration measured value G _ys , respective time change rates G _{ye_dot} , _{Gys_dot} (estimated and detected later), and GVC based on lateral jerk Acceleration / deceleration command value of the driver estimated by the amount of acceleration / deceleration command value, brake / accelerator depression amount Here, the method of adopting the acceleration / deceleration command of the driver by the method of adopting the larger absolute value of the two acceleration / deceleration command values M + yaw moment command value (M _{z _} G _VC) based on the decelerating command (G _xc ) which performed mediation of GVC's acceleration / deceleration command, lateral jerk, especially time change rate _{Gys_dot} of lateral acceleration measurement value, by ESC yaw moment command value (which becomes the shape similar to YokoKa acceleration, the relationship between the threshold value and the like, the delayed signal as compared to _M z_GVC) M z_ESC, wherein the large absolute values of the two moment command value Hire It shows that moment command value of the ESC in the methods and M + yaw moment command value _(M z_GVC) substantially moment command value arbitration was performed in a (MZC).

The basic assumed scene of FIG. 18 is the same as that of FIG. A typical traveling scene of entering and leaving a corner is assumed to be straight path A, transition section B, steady turning section C, transition section D, and straight section E. However, in the middle of turning (for example, around four points in FIG. 1), a situation is shown in which the behavior change in the spin direction is generated as shown in FIG. At this time, although the driver's steering angle does not change (therefore, the lateral acceleration estimated value G _ye also takes a steady value), the measured lateral acceleration is momentarily reduced to indicate a change in behavior.

In such a situation, lateral acceleration occurs, but when it is determined that the friction limit has been reached by adopting the method described in JP 2011-105096 A, before and after GVC. By correcting the absolute value of the acceleration command value to zero or a value smaller than that before the correction, the GVC command value (G _x GVC) can be prevented from occurring near the behavior change point.

Further, in FIG. 18, the driver's deceleration command G _{x DRV} is generated before turning the steering angle (front brake), and the brake is released before steady turning, so that steady intention and acceleration / deceleration intention is _maintained even during behavior change. There is not. In addition, he starts to apply the brake when he leaves the corner and accelerates after leaving the corner. If you release the brake before the steady turn, the load that was moving to the front will be released, so the yaw motion and lateral acceleration shown in equation 12 can not be expected, and there is a possibility that the line deviates from the target line. is there. In the substantial deceleration command G _xc , both the deceleration from the front of the corner by the driver and the turning acceleration effect by the GVC are obtained, and at the time of the corner exit, the stabilization improving effect by the GVC works and the speed of the driver's aim Acceleration can be realized.

  Next, for moment control, the M + yaw moment command value is basically generated based on the lateral acceleration, so that it generates a turning acceleration moment and a restoration moment at turning start and exit respectively, so that the maneuverability is improved It is possible to improve and improve the stability. It should be noted here that when the moment command value is operated from the normal range, the phase of the yaw response to the steering angle input is greatly advanced, and the generation of the lateral acceleration that becomes the roll moment is relatively delayed, compared to no control. The consistency of the yaw and roll coupling changes, and the anti-dive lift force of the suspension becomes unbalanced on the left and right, causing a change in vehicle attitude during control. Therefore, at least in places where the coefficient of friction is high, such as dry asphalt, it is possible to take measures such as reducing the gain or not controlling only the turning promotion side.

  Further, in a situation where a behavior change occurs, as shown in FIG. 11, due to a change in the balance of the tire lateral force and the centrifugal force, a lateral acceleration with the opposite sign to the lateral acceleration is generated. Therefore, spin avoidance / reduction can be performed by controlling the yaw moment based on Eq. What needs to be noted here is a control command (in the figure, positive → turning acceleration direction) accompanied by recovery of lateral acceleration. At this time, in the case of a vehicle having a low static margin, there is a risk that the vehicle which has once been stabilized becomes unstable. Therefore, in the case of a vehicle with a low static margin, filter processing etc. is made not to accept such a high-speed moment command for turning in the positive direction, or to begin with not accepting moment commands in the positive direction for turning. It may be specialized to only the restoring moment as in 9.

As a matter of course, when a behavior change occurs, the moment command by the ESC operates. However, since the M + command stabilizes the restoring moment almost simultaneously with the change in behavior, the moment command by the ESC becomes smaller. After all, by selecting the larger one of the M + yaw moment command value and the yaw moment command value by the ESC and setting it as M _zc , the control is not insufficient and safety can be ensured.

  Since four-wheel independent braking control is possible, acceleration and deceleration do not occur even if the moment is controlled by equally dividing the driving force equal to the one-side braking force generated by the moment command value into four wheels. You can do so. This mechanism is shown in FIG.

When moment command M _zc based on sideslip information and lateral jerk is determined by ESC and M + control (counterclockwise in FIG. 19), the left side is satisfied so as to satisfy the relation of Eq. The braking / driving force (the sign is negative) of Ffl and Frl is added to the front and rear wheels.

  As a result, deceleration that can be expressed by Equation 23 occurs in the vehicle.

On the other hand, if lateral acceleration, steering information, and acceleration / deceleration command G _xc based on driver's intention are determined by GVC and driver acceleration / deceleration command (deceleration in FIG. 19), Thus, the braking / driving forces Ffl, Ffr, Frl, and Frr are applied to the four wheels (in this case, it is assumed that four-wheel independent braking control is possible).

  Here, there is Formula 25 as the simplest correction method for controlling the yaw moment and realizing non-interference of acceleration / deceleration control.

  If this is equally distributed to four wheels and the braking / driving force of four wheels is newly determined, it becomes several 26.

  When the braking and driving control is performed in this way, the acceleration / deceleration control becomes the initial value, which is

  Moment control also becomes the initial command value (Equation 28),

  Control of the yaw moment enables complete non-interference of acceleration / deceleration control.

In particular, when the acceleration / deceleration G _xc is controlled to be zero, ΔF becomes negative according to Eq. 24, and from Eq. 25, the left wheel is braked and the right wheel is driven. If there is a hardware limitation (implemented only by a deceleration actuator such as an ESC, for example), some sense of deceleration will be accompanied.

As described above, in the vehicle motion control device capable of independently controlling the driving force and the braking force of the four wheels of the vehicle, the vehicle acceleration / deceleration that determines the vehicle acceleration / deceleration command value based on the vehicle lateral acceleration ( _{Gy_dot} ). Based on the command (GVC command) computing means, the first vehicle yaw moment command (M + command) computing means for determining the vehicle yaw moment command value based on the vehicle lateral acceleration, and the vehicle yaw moment command value from the vehicle side slip information Of the four wheels of the vehicle based on the vehicle acceleration / deceleration command value determined based on the vehicle lateral acceleration by the vehicle acceleration / deceleration command computation unit. A first mode for controlling acceleration / deceleration of the vehicle by generating substantially the same braking / driving force (with no brake equal pressure / left / right driving force difference or no left / right driving force difference) among the left and right wheels; vehicle The yaw moment of the vehicle by generating different braking / driving forces on the left and right wheels among the four wheels of the vehicle based on the vehicle yaw moment command (M + command) value determined based on the vehicle lateral acceleration by the moment command calculation means. And the left and right wheels among the four wheels of the vehicle based on the vehicle yaw moment command (ESC command) value determined based on the vehicle side slip information by the second mode for controlling The third control mode controls the vehicle's yaw moment by generating different braking and driving forces, so that Y-moment control by M + (moment plus) command is coordinated control of G-Vectoring and ESC (DYC) Functions as a control of the connecting part, and there has been no other way to do this than incorporating it into the ESC. That the motion control of the vehicle will be able to be implemented in multiple embodiments, it is possible to provide the technology and equipment to more drivers.

  Next, two examples of the embodiment showing the hardware configuration and the like will be described in detail.

  FIG. 23 shows the entire configuration of the first embodiment of the vehicle motion control device 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 connection between the driver and the steering mechanism, the acceleration mechanism, and the speed reduction mechanism.
<Drive>
The vehicle 0 drives the left rear wheel 63 by the left rear wheel motor 1 and the right rear wheel 64 by the right rear wheel motor 2, and drives the left front wheel 61 by the left front wheel motor 121 and the right front wheel 62 by the right front wheel motor 122. It is a four-wheel drive vehicle (All Wheel Drive: AWD vehicle).

  Here, particularly regarding differences in power sources such as electric motors and internal combustion engines, the driving force and control of the four wheels are shown as the most preferable example showing the present invention and in combination with the four wheel independent brake shown later. It is configured to be able to control the power freely. The configuration will be shown in detail below.

  On the left front wheel 61, the right front wheel 62, the left rear wheel 63, and the right rear wheel 64, a brake rotor, a wheel speed detection rotor, and a wheel speed pickup are mounted on the vehicle side, and the wheel speed of each wheel can be detected. It has become. The depression amount of the accelerator pedal 10 of the driver is detected by the accelerator position sensor 31, passes through the pedal controller 48, and is arithmetically processed by the central controller 40 which is control means. The central controller 40 independently controls the driving force and / or the braking force of each of the four wheels. During this arithmetic processing, "the maneuverability and stability are improved for the purpose of the present invention. 'GVC, ESC, M + control are also included. The power train controller 46 controls the outputs of the left rear wheel motor 1, the right rear wheel motor 2, the left front wheel motor 121, and the right front wheel motor 122 according to this amount.

An accelerator reaction force motor 51 is also connected to the accelerator pedal 10, and reaction control is performed by the pedal controller 48 based on a calculation command of the central controller 40.
<Braking>
A brake rotor is disposed on each of the front left wheel 61, the front right wheel 62, the rear left wheel 63, and the rear right wheel 64, and the caliper is used to decelerate the wheel by sandwiching the brake rotor with a pad (not shown) on the vehicle body side. Is mounted. The brake system is an electric system having an electric motor for each caliper.

Each caliper is basically controlled by the brake controller 451 (for the front left wheel), 452 (for the front right wheel), 453 (for the rear wheel) based on the calculation command of the central controller 40. A brake pedal reaction force motor 52 is also connected to the brake pedal 11, and reaction control is performed by the pedal controller 48 based on the calculation command of the central controller 40.
<Integrated control of braking and driving>
In the present invention, in order to “improve the maneuverability and stability”, the GVC generates substantially equal braking / driving forces in the left and right, and in the ESC and M +, different braking forces and driving forces are generated in the left and right wheels.

The central controller 40 integrally determines the integrated control command in such a situation, and the brake controller 451 (for the front left wheel, for the front right wheel), 452 (for the rear wheel), the power train controller 46, the left rear The wheel motor 1, the right rear wheel motor 2, the left front wheel motor 121, and the right front wheel motor 122 are appropriately controlled.
<Steering>
The steering system of the vehicle 0 has a steer-by-wire structure without mechanical connection between the steering angle of the driver and the tire turning angle. A power steering 7 including a steering angle sensor (not shown), a steering 16, a driver steering angle sensor 33, and a steering controller 44 are included inside. The steering amount of the driver's steering 16 is detected by a driver steering angle sensor 33, passes through a steering controller 44, and is arithmetically processed by the central controller 40. Then, the steering controller 44 controls the power steering 7 according to this amount.

  A steering reaction force motor 53 is also connected to the steering 16, and reaction control is performed by the steering controller 44 based on the calculation command of the central controller 40.

The amount of depression of the driver's brake pedal 11 is detected by the brake pedal position sensor 32, passes through the pedal controller 48, and is arithmetically processed by the central controller 40.
<Sensor>
Next, the motion sensor group of the present invention will be described.

  As a sensor for measuring the motion of the vehicle in the present embodiment, an absolute speedometer, a yaw rate sensor, an acceleration sensor, and the like are mounted. In addition to this, the vehicle speed and yaw rate are estimated by the wheel speed sensor, and the yaw rate and lateral acceleration are simultaneously estimated using the vehicle speed, steering angle and vehicle motion model.

Vehicle 0 is equipped with a millimeter wave ground vehicle speed sensor 70, which is external information detection means, and detects obstacle information, preceding vehicle information, and following vehicle information, as well as longitudinal velocity V _x and lateral velocity V _y can be detected independently. Further, the wheel speeds of the respective wheels are input 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-driven wheels) from the wheel speeds of the four wheels.

In the present invention, even if the wheel speeds of the four wheels decrease simultaneously by using the method disclosed in Japanese Patent Application Laid-Open No. 5-16789 and adding the signals of the acceleration sensor for detecting the wheel speed and the acceleration in the longitudinal direction of the vehicle. , Absolute vehicle speed (V _x ) is accurately measured.

  In addition, the configuration that estimates the yaw rate of the vehicle body by taking the difference between the left and right wheel speeds is also included to improve the robustness of the sensing signal. These signals are constantly monitored in the central controller 40 as shared information. The estimated absolute vehicle speed is compared with and referred to the signal of the millimeter wave ground vehicle speed sensor 70, and is configured to complement each other when a failure occurs in any of the signals.

  As shown in FIG. 20, the lateral acceleration sensor 21, the longitudinal acceleration sensor 22, and the yaw rate sensor 38 are disposed in the vicinity of the center of gravity.

  Further, differentiating circuits 23 and 24 are provided which differentiate the outputs of the respective acceleration sensors to obtain the jerk information.

  Furthermore, a differentiating circuit 25 is provided for differentiating the sensor output of the yaw rate sensor 38 to obtain a yaw angular acceleration signal.

  In the present embodiment, although it is illustrated as being installed in each sensor in order to clarify the presence of the differential circuit, in actuality, the acceleration signal is directly input to the central controller 40 and various arithmetic processing is performed and then the differential processing is performed. May be The yaw rate acceleration of the vehicle body may be obtained by performing differentiation processing in the central controller 40 using the yaw rate estimated from the previous wheel speed sensor.

  In addition, a differential circuit may be included in a MEMS-type acceleration sensor unit that has made remarkable progress in recent years, and a sensor having a jerk output obtained by directly differentiating a signal proportional to the acceleration from the detection element may be used. The acceleration sensor output signal is often a signal after passing through a low pass filter for smoothing the signal.

  It is possible to obtain a highly accurate jerk signal with less phase delay than to differentiate the signal that has once been low-pass filtered again to obtain the jerk.

  Moreover, you may use the jerk sensor which can detect the jerk directly disclosed by Unexamined-Japanese-Patent No. 2002-340925.

  Although the longitudinal acceleration sensor, the lateral acceleration sensor, the yaw rate sensor, the differentiator, and the like are explicitly and independently described in the description of the drawings, the combined sensor 200 incorporating these performances in one housing Lateral acceleration, jerk, yaw rate, yaw angular acceleration may be output directly from this sensor. Furthermore, a function of calculating and outputting an acceleration command value (GVC) linked with the lateral movement of equation 1 or a moment command value (M +) of equation 21 may be integrated into this combined sensor.

  Then, these command values may be carried on a CAN signal and sent to the brake unit or drive unit to perform GVC and moment plus control.

  With such a configuration, GVC and moment plus control can be realized using the existing brake unit and drive unit simply by mounting the combined sensor on the vehicle, and the ESC seamless control from the normal area to the limit area is realized. realizable.

Further, in the present embodiment, a method of estimating the lateral acceleration G _y and the lateral acceleration G _{y_dot} is also employed. The estimation method is estimated based on the steering angle and the vehicle speed, or estimated from the yaw rate and the vehicle speed detected by the yaw rate sensor.

A method of estimating the lateral acceleration estimated value G _ye and the lateral additive acceleration estimated value G _{ye_dot} from the steering angle δ will be described with reference to FIG.

  First, in the vehicle lateral motion model, the steering wheel angle δ [deg] and the vehicle speed V [m / s] are input, and the yaw rate r at the time of steady circular turning with the dynamic characteristics omitted is calculated by the following equation 29.

  In this equation, the stability factor A and the wheel base l are vehicle-specific parameters and are experimentally determined values.

Further, the lateral acceleration G _y of the vehicle can be expressed by the following _equation 30 as the vehicle velocity V, the lateral slip angle change velocity β _{_ dot of the} vehicle, and the yaw rate r.

β _{_ dot} is a motion within the linear range of tire force and is an amount that can be omitted as small.

Here, the lateral acceleration G _ye-wod is calculated by multiplying the yaw rate r whose dynamic characteristics are omitted as described above and the vehicle speed V. The lateral acceleration does not take into consideration the dynamic characteristics of the vehicle having response delay characteristics in the low frequency region.

This is due to the following reasons. To obtain a lateral jerk information G _{Y_dot} of the vehicle to discrete time differentiating the lateral acceleration G _y, i.e. the lateral acceleration measured by lateral acceleration sensor, it is necessary to calculate by time differentiation processing. At this time, the noise component of the signal is enhanced. In order to use this signal for control, it is necessary to pass a low pass filter (LPF), but this causes a phase delay. Therefore, a method of calculating acceleration having a phase faster than the original acceleration, omitting the dynamic characteristics, performing discrete differentiation, and passing it through a LPF with a time constant T _lpfe is adopted to obtain an additive acceleration. This may be regarded as representing the dynamic characteristic of the lateral acceleration by the delay due to the LPF and simply differentiating the obtained acceleration. Lateral acceleration G _y is also passed through the LPF having the same time constant T _lpf. With this, the dynamic characteristic is given also to the acceleration, and although the figure is omitted, it is confirmed that the actual acceleration response can be well expressed in the linear range.

As described above, the method of calculating the lateral acceleration G _y and YokoKa acceleration G _{Y_dot} using steering angle, the advantage that suppress the influence of noise, and to reduce the lateral acceleration G _y and response delay of the lateral jerk G _{Y_dot} is there.

  However, this estimation method omits the vehicle's skid information and ignores the tire's non-linear characteristics. Therefore, when the skid angle becomes large, the actual lateral acceleration of the vehicle is measured and used. There is a need to

Figure 22, for example by using the detection element signal G _yeo the MEMS element 210 of the combined sensor 200, lateral acceleration G _ys for control, shows a method of obtaining a lateral jerk information _G ys_dot. In order to include noise components such as road surface irregularities, it is necessary to pass a low pass filter (time constant T _lpfs ) also for the detection element signal (not dynamics compensation).

Lateral acceleration G _ys for control obtained in combined sensor 200 inside, with a lateral jerk information G _{Ys_dot,} calculates the GVC command from a few 1 by deceleration command computation unit, outputs a deceleration command value G _xt Alternatively, the moment command value (M +) may be calculated from Eq. 21, and the moment command value M _{z +} may be output.

  In order to reconcile the merits of the estimation of the lateral acceleration and the jerk, and the measurement as described above, in the present embodiment, as shown in FIG. 23, a method of using both signals in a complementary manner is adopted.

  The estimated signal (indicated by the suffix e as estimated) and the detected signal (indicated by the suffix s as sensed) are added by adding a variable gain based on sideslip information (slip angle β, yaw rate r, etc.) It will match.

The variable gain _K.sub.je ( _K.sub.je <1) with respect to the lateral jerk estimation signal _G.sub.ye is changed to a large value in a region where the side slip angle is small and to a small value as the side slip increases. The variable gain K _js (K _js <1) with respect to the lateral jerk detection signal _{Gys_dot} is changed to a small value in a region where the side slip angle is small and to a large value as the side slip increases.

Similarly, the variable gain K _ge (K _ge <1) with respect to the lateral acceleration estimation signal G _ye is changed to a large value in a region where the side slip angle is small and to a small value as the side slip increases. Further, the variable gain K _gs (K _gs <1) with respect to the lateral acceleration detection signal _Gys is changed to a small value in a region where the side slip angle is small and to a large value as the side slip increases.

  With this configuration, noise is reduced from the normal region where the side slip angle is small to the limit region where the side slip is large, and an acceleration and a jerk signal suitable for control can be obtained. Note that these gains are determined by a function or map of skidding information. Alternatively, as shown in FIG. 15 and FIG. 18, it can be confirmed that it is sufficiently practical to simply select / high the absolute value.

  Up to this point, the device configuration of the first embodiment of the vehicle motion control device of the present invention and the method of estimating lateral acceleration and lateral jerk (these are inside the combined sensor 200 integrated with the sensor group in FIG. May be included as logic in the central controller 40).

  Next, a system configuration including logic of the present invention will be described using FIG.

  FIG. 24 shows an observer that estimates a side slip angle (based on calculation from the central controller 40) based on signals from the arithmetic control logic 400 of the central controller 40, which is the control means, and the vehicle 0, sensors and sensors. Is schematically shown. The entire logic is roughly configured by a vehicle motion model 401, a G-Vectoring control calculation unit 402, an M + control calculation unit 403, an ESC control calculation unit 404, and a braking force / driving force distribution unit 405.

That is, the central controller 40, which is a control means, generates an acceleration / deceleration command and a moment command based on the detected steering angle δ and the vehicle speed V, and the driver's acceleration / deceleration command _{Gx_DRV} . The acceleration / deceleration command is generated by acceleration / deceleration command generation means (vehicle motion model 401, G-Vectoring control operation unit 402 and an adder for driver acceleration / deceleration command). Specifically, the acceleration / deceleration command adds a driver acceleration / deceleration command to the target longitudinal acceleration generated based on the steering angle and the vehicle speed to obtain a control command value. The braking force / driving force distribution unit 405, which is a driving force braking force distribution unit, determines the distribution of the driving force or driving torque of each wheel and / or the braking force or braking torque.

The vehicle motion model 401 estimates estimated lateral acceleration (G _ye ), target yaw rate r _t and target side slip angle β _t using the steering angle δ input from the driver steering angle sensor 33 and the vehicle speed V using Eqs. presume. In this embodiment, the target yaw rate r _t is set to be the same as the yaw rate r _δ obtained from the steering described above.

  As for lateral acceleration and lateral jerk input to G-Vectoring control operation unit 402 and M + control operation unit 403, as shown in FIG. 23, a signal processing device (logic) 410 using both signals complementarily is adopted. .

The G-Vectoring control operation unit 402 uses these lateral accelerations and lateral _jerks to determine components of the target longitudinal acceleration command G _{x _ GVC} linked to the current vehicle lateral motion according to _Equation 1.
Furthermore, _{Gx_DRV,} which is the driver's acceleration / deceleration intention, is added to calculate the target longitudinal acceleration command G _Xc, which is output to the braking force / driving force distribution unit 405. Of course, as in FIG. 18, these two acceleration command values may be selected / high. That is, the target longitudinal acceleration command _{Gx_GVC} is calculated from the estimated lateral acceleration calculated based on the steering angle and the vehicle speed, and the lateral jerk calculated from the estimated lateral acceleration.

Similarly, the M + control operation unit 403 determines a target moment according to Eq. 21 using these lateral acceleration and lateral jerk. That is, the target moment command _{Mz +} is calculated from the estimated lateral acceleration calculated based on the steering angle and the vehicle speed, and the lateral jerk calculated from the estimated lateral acceleration.

Next, in the ESC control calculation unit 404, the target yaw moment M is calculated based on the deviations Δr, Δβ between the target yaw rate r _t (r _δ ), the target side slip angle β _t, and the actual yaw rate and the actual (estimated) side slip angle. _{z_ESC} is calculated, and it is output to the braking force / driving force distribution unit 405 by adding it to the target moment command M _{z + described} above. Of course, as in FIG. 18, these two moment command values may be selected / high. The target yaw moment _{Mz_ESC} is calculated based on the steering angle, the vehicle speed, the yaw rate of the vehicle, and the sideslip angle.

The braking force / driving force distribution unit 405 performs initial basic braking / driving force of the four wheels of the vehicle 0 as shown in FIG. 25 based on the target longitudinal acceleration command G _Xc and the target yaw moment M _zc which are acceleration / deceleration commands. _{F xfl_o, F xfr_o, F xrl_o} , has a configuration as to determine the _F xrr_o). Of course, at this time, as shown in FIG. 19, it is a distribution that enables yaw moment control and non-interference of acceleration / deceleration control.

  Next, vehicle movement when the diagonal distribution control of the present invention is applied will be described on the assumption of specific traveling.

  The assumed scene in FIG. 26 is the same as in FIG. 18 (FIG. 1), and is a general traveling scene of entering and leaving a corner such as straight path A, transition section B, steady turning section C, transition section D, and straight section E. Among them, it is assumed that a behavior change occurs at the steady turning section C point 4. In the lower part, the braking / driving force of each of the front outside, front inside, back outside and back inside wheels is shown as a left turn. First, for the deceleration by the driver before the curve, the braking force by the brakes with the same pressure on the four wheels acts (there is no difference in the inner and outer race wheels). At the stage where the lateral acceleration is rising due to the steering angle input, the braking forces of the front and rear wheels on the inner side of the turning become large values so that a moment of turning promotion is generated while decelerating. In addition, when the vehicle enters a steady turn after passing the lateral acceleration increasing stage, the braking / driving force becomes zero (the lateral jerk is also zero).

  Here, when a behavior change of spin tendency occurs, in order to avoid spin, a reverse moment of reversion is required. For this purpose, a braking force is applied to the front and rear wheels on the outside of the turning to obtain a clockwise moment. Furthermore, since the command is zero as acceleration / deceleration, driving force is applied to the front and rear wheels inside the turning. This balances the braking force in the front-rear direction and the driving force, realizes acceleration / deceleration zero, and also makes the driving force a clockwise moment, so that more stabilization moments can be obtained and the spin avoidance performance can be improved ( At this time, the regenerative energy obtained by the braking may be returned to the driving side).

  Further, at the time of escape from the curve, the driving force is applied to the front and rear wheels on the turning outer side to give a moment on the restoring side, and the driving force is distributed so as to return straight ahead at an early stage. Of course, once the vehicle goes straight ahead, the drive power is distributed so that there is no difference.

  As described above, in the controller 40 of the vehicle 0 capable of four-wheel independent braking control as shown in FIG. 20, acceleration / deceleration control by the G-Vectoring control command (and driver control command) based on lateral jerk By realizing Yaw moment control based on moment plus (M +) control command based on Y, and Hybrid + Enhanced control (control and drive control) of yaw moment control based on side slip information, and further improvement of maneuverability and stability, It is possible to obtain a behavior change suppression effect without acceleration and deceleration.

  Furthermore, since the motor (left rear wheel motor 1, right rear wheel motor 2, left front wheel motor 121, right front wheel motor 122) for generating the braking force or the braking torque as in this embodiment is provided, the motor It is good also as composition equipped with a regeneration means (not shown) which regenerates electric power which arises when braking power or braking torque is generated by this, and can recover energy accompanying motion control.

  Even in the case of considering Hybrid + control only by brake control without driving, as in the above-mentioned controller 40, the G-Vectoring control command calculation unit, moment plus (M +) control command calculation unit and ESC control command calculation unit For example, by mounting all in the ESC of the premium specification, although some deceleration occurs, the same effect can be obtained. However, it uses the so-called brake LSD effect, Torque-Vectoring effect such as applying a driving force by applying a brake to one side of a drive wheel having a differential gear.

  As described above, the control effect in the first embodiment which is the ideal mode is described. Now, in the following, experimental results are shown that it is possible to obtain another effect, that is, the excellent control effect can be obtained even in a state where the hardware configuration is limited, which enables hybrid + control with the moment plus control of the present invention. It shows using.

  FIG. 27 shows a control configuration of the second embodiment of the present invention. Basically, the deceleration command by GVC and the moment command by M + are added to the deceleration port 901 and the moment port 902 provided in the premium ESC 90, and the basic motion of the ESC is to perform moment control by side slip information. Actually, as shown in FIG. 28, the ESC control logic itself is mounted as a conventional control on the premium ESC main body together with the estimation logic of the side slip angle β and the like, and the deceleration port 901 and moment port from the external controller such as ADAS controller 91 At 902, it is configured to be sent by CAN connection.

  In the ADAS controller 901, for example, when there is an obstacle, the gain of GVC or M + is changed to a larger one based on stereo cameras, navigation information, or various external information obtained by external communication. The corresponding control switching function is installed. As a result, the system operates normally at a setting with reduced discomfort in the normal area, and when there is an obstacle, the control can be operated at a control setting with improved emergency avoidance performance, and safety can be significantly improved. . Furthermore, when external information including any of obstacle information, preceding vehicle information and rear vehicle information is obtained, the acceleration / deceleration command is set to zero so as to avoid a collision, a rear-end collision and the like.

  Of course, when the accelerator operation command and the brake operation command from the driver are input to the ADAS controller 901 (not shown), and the brake operation command from the driver is input, the acceleration command of GVC becomes zero, and the driver outputs When the accelerator operation command is input, the deceleration command of the GVC is adjusted to be zero so that the vehicle conforms to the driver's intention.

  Since the motion control logic is mounted on the ADAS controller where external information is gathered, such a detailed control can be easily realized.

  Now, in the following, using the test vehicle embodying the second embodiment of the present invention, the superiority of the present invention will be demonstrated using the results of tests actually conducted on a snowy road.

  FIG. 29 is an outline of an experimental vehicle in which the configurations of FIGS. 27 and 28 are embodied. The vehicle is a 2.5-liter FR 5-speed AT vehicle. The ESC unit is equipped with a premium model. The GVC command value and M + command value are written in the deceleration command value and moment command value ports of the Vehicle CAN system using a general-purpose controller equivalent to the ADAS controller, and no hardware modification has been performed. CAN communication has the disadvantage that the communication speed is much slower than closed communication in the ESC unit. On the contrary, if such a configuration provides the control advantage over vehicle motion, the control effect in any configuration in FIG. 5 (even if GVC and M + logic are implemented on any controller connected by CAN) is obtained. It can be demonstrated that As a result, the high-quality motion control claimed in the present invention can be realized in a plurality of embodiments, and the technology / device can be provided to more drivers.

Although it is not possible to monitor wheel speed inside the ESC, state variables such as side slip angle information, or control amounts such as moment or deceleration, it is possible to measure a flag indicating that the ESC (VDC) is operating. The Software and controllers developed with such a configuration do not require modification of hardware or software, and deployment to different vehicles with actuators is also easily possible, and has the advantage of enabling development at low cost. .
<Test content>
In order to quantitatively evaluate the second embodiment of the present invention, the following three tests as shown in FIG. 30 were performed.
・ L-turn test This is a test form that induces control intervention, termination timing and slow spin of slow turning mainly at ESC development. It can be said that it is a standard menu that has been conducted from the early stages of GVC development, dry and snow. In the case of a snowy road, at an approach of about 60 km / h, a behavior appears to be smooth, and even if the vehicle is slowly steered, the rear is thrown out. It is possible to evaluate the line traceability by measuring the trajectory using the GPS together with the steering angle input and measurement of various state quantities. The driver's steering angle and the response of the yaw rate to it for simple right angle cornering, the response of the yaw rate to it, and the phase, the driver's vehicle concerned, the maneuverability of control, etc. can be evaluated mainly. This time, we evaluated the accessible speed when making this L-turn and the correction steering amount.
Lane change test Single lane change is high frequency steering assuming emergency avoidance, and it evaluates operation followability (traceability) and behavior stability (convergence). Basically, the intervention timing and amount should be tuned based on the evaluation of the test driver with less variation in operation, but this time, it was decided to simply evaluate the success or failure of the lane change. In addition, only the control specifications (GVC, ESC, M + installed (Hybrid +) and ESC only (equivalent to a normal vehicle)) with limited convenience on the page will be posted.
・ Handling course test Conduct comprehensive evaluation such as non-numerical feeling. This time, instead of taking the risk and running at the fastest speed, I tried to make a run with a sufficient margin to match the vehicle characteristics realized by the control.
<Test control contents>
Since there are ESC, GVC and M + control this time, each ON / OFF, that is, 2 ^ 3 = 8 kinds of control evaluation was performed (Figure 31). Actually, there is no commercialization (even in the law) of vehicles that do not have ESC installed, but it may be turned off within the scope of the driver's responsibility, so the combination with ESC off was also tested. Among these, in (d), GVC is ON, ESC is ON, and M + is OFF. In this configuration, the GVC command is transmitted from another controller to the ESC as a CAN signal, and since the SC intervention threshold and the like are not changed, seamless control is not constructed. Therefore, it is described as (d) separate controller hybrid control.

In fact, the most important comparisons are the case with full control (Hybrid + control of the present invention) (a) and the case with normal vehicle (b). Case (a) is the best mode image that can be realized in the second embodiment of the present invention.
<Vehicle test result>
L-turn test results FIGS. 32 to 35 show L-turn test results for cases (a) to (h) in FIG. Describe each evaluation point.
(1) Time-series data of steering angle and yaw rate It can be evaluated how the yaw rate changes with the steering angle change. For example, in the range where the steering angle is small, although there is a substantially linear correlation, when the steering angle becomes large, a deviation from this relation appears. In addition, when the steering angle exceeds approximately 100 degrees, the side slip angle of the front wheels also exceeds 6 degrees due to the gear ratio, so that non-linear characteristics appear. Controllability can be seen from the relationship between steering angle change and yaw rate change.
(2) Lissajous initial velocity of the steering angle and the yaw rate Although it is similar to the above, the linearity of the yaw rate to the steering angle can be seen. In addition, it is a goal that the steering range in the L-turn becomes clear and this becomes within the positive range. In order to ensure maneuverability, it is desirable to have one diagonal line in the first quadrant.
(3) Front and rear, lateral acceleration and ESC, M + flag It is possible to compare the superiority and inferiority of the course traceability with the increase in lateral acceleration. Of course, the faster the lateral acceleration rises, the higher the traceability. If lateral acceleration does not stand up forever, the driver can only continue to increase the steering angle. It can be seen that when the GVC is operating, deceleration occurs in conjunction with the lateral movement. Further, it is known from the respective control flags whether or not the control is operating when the lateral acceleration is reduced (the jerk is negative).
(4) “gg” Diagram
The link between front and rear and lateral acceleration can be understood. It is desirable to make a smooth transition in a curvilinear manner.
(5) Transition of vehicle speed It can be understood at which timing the speed is reduced. In addition, you can find the initial speed when entering the L turn.
(6) Vehicle route Of course, it is better to follow the course at right angles without winding.

In the following, we will describe the evaluation comparing each case with the others. However, in the case of ESC only, the experimental result of the approach speed of 55 km / h deviated from the course was taken, and the others were 60 km / h.
(A) Hybrid + control (ESC ON, GVC ON, M + ON)
Both the steering angle and the yaw rate are kept within a small range. This data chooses a case that is about to generate spin at the late stage of turning (in order to see the moment control operation). The steering angle vs. yaw rate is maintained in the first quadrant, there is no correction steering in the negative direction, and linearity is maintained. Even if a yaw rate surge occurs, the driver's countersteer is hardly performed because it is accurately stopped by M + control and ESC. The route is also turning L turn at right angles to clean.
(B) Vehicle equivalent with normal ESC (ESC ON, GVC OFF, M + OFF)
It is a so-called slow spin state. Because even increasing the steering angle does not rise is the yaw rate, continue to increase more and more steering angle for along the course, to them, the yaw rate is no longer stop, is doing a modified steering to minus direction in a hurry. The ESC did not operate until the correction steering was in the negative direction, and as a result, it became a motion that was shaken from side to side. The linearity of the yaw response with respect to the steering angle causes a large phase difference, particularly on the return side, and is a cumbersome characteristic. At the time when a large steering angle (near 150 degrees) is first required, it seems that this also causes a delay in correction steering.
(C) GVC · OFF (ESC ON, GVC OFF M + ON)
As GVC is not included, (b) the steering angle gradually increases because the yaw rate does not arrive to the steering angle as in the case of a vehicle with a normal ESC, and then correction steering is added in the reverse direction. ing. Due to the M + control, the negative correction steering amount is smaller than (b) (-150 degrees--110 degrees).
(D) Different controller hybrid control (ESC ON, GVC ON, M + OFF)
GVC can reduce the steering angle at the initial stage of turning (less than 100 degrees), but the oversteer in the second half can not be stopped only by the ESC, and as a result, a reversal of the yaw rate occurs. Because the steering angle is small, the fluctuation is small compared to (b) and (c). That is, even in the configuration in which the GVC command is transmitted from another controller using a CAN signal with a low communication speed, the effect of the GVC can be clearly exhibited, and it is shown that it has significance compared to only the ESC.
(E) GVC & M + (ESC OFF, GVC ON M + ON)
GVC reduces the steering angle at the beginning of the turn, the rise of the yaw rate is good, and the second half is stabilized by the moment, and the steering angle vs. the yaw rate Lissajous waveform is almost linear, passing through the same place , Has become a driving not feel the low friction road. In addition, the "gg" diagram is also a curvilinear movement, which achieves a favorable feeling.
This means that high quality control can be expected in the range up to the operation of the ESC, and it can be seen that the control performance as intended is realized.
(F) GVC only (ESC OFF, GVC ON M + OFF)
Although it is good at the beginning of the turn, the rear is pulled out in the second half, and as a result correction steering occurs in the reverse direction. The steering speed is also slightly slower, and the vehicle speed is higher than in (e) because the deceleration by GVC is not large.
(G) Moment only (ESC OFF, GVC OFF M + ON)
After all, the steering angle is too large and the car is reverse in the second half because the rudder can not be reached.
(H) No control (ESC OFF, GVC OFF M + OFF)
With no control in mind, the increase in steering angle is relatively small as a precautionary operation. Reverse in the second half is also normal. A slightly larger correction than in (g) is made because moment control for restoration is not included.

From the above results, it has been confirmed that the concept of reducing oversteer by MVC and reducing oversteer has come to be realized by suppressing the understeer by GVC. By combining the ESC and this control (GVC & M +), the approach speed can be improved by 10%, the safety margin can be earned, and the correction steering in the negative direction can be eliminated, and the maneuverability and stability can be improved. It could be confirmed.
<Lane change test result>
The lane change test results reflect the exercise performance described in the L turn, so only Hybrid + control (ESC ON, GVC ON, M + ON) and (b) equivalent of vehicles with normal ESC will be posted (Fig. 36) . The initial speed is 60 km / h in meter reading.
(A) Hybrid + control (ESC ON, GVC ON, M + ON)
The rear shows a slight reverse behavior at the second return, but the lane change can be made with almost no problems.
(B) Vehicle equivalent with normal ESC (ESC ON, GVC OFF, M + OFF)
Compared with (a), the lateral movement performance is low, and it is necessary to turn off a large steering angle for a long time, during which the yaw rate becomes oscillatory (near the vehicle natural frequency). Therefore, on the secondary side, the correction steering has a similar frequency, and is in a state of DIS (Driver Induced Oscillation). In (a), since the vehicle can move laterally, it immediately switches back, and as a result, the lane change succeeds without generating the vehicle natural vibration.
<Handling Road Driving Test Results>
Fig. 37 shows the data when traveling on the handling road for (a) Hybrid + control (ESC ON, GVC ON, M + ON) and (b) vehicle equivalent with normal ESC (ESC ON, GVC OFF, M + OFF). Each set a sufficient margin and tried to run in line with the vehicle characteristics realized by the control. As a result, as shown in the respective vehicle speeds, in (a), the average vehicle speed is higher than 5 km / h, the speed difference is large, and the driving becomes sharp. In (a), in spite of the high speed, the ESC operated only at two places, around 45 seconds and around 98 seconds. In particular, around 98 seconds are frozen down and reverse bank corners, and as a result, the ESC is hardly operated. If you look at the “gg” diagram, you can see that the lateral acceleration is generated uniformly in a wide range, compared to (b).

  Although it evaluated with several drivers (3 persons), the specification of (a) had a feeling good compared with (b). The specifications in (b) are considered to be due to the fact that steering is not effective at the corner entrance, it is necessary to turn off the steering angle, and there is a sudden deceleration due to the ESC when slipping off. Of course other specifications (h) no control, (d) only the moment is OFF (separate controller Hybrid control), L-turn also has good feel (e) GVC & M + has run, but for reasons of space, it will be omitted.

In order to visualize the feeling of each control specification, as shown in Fig. 38, the "Jx-Jy" diagram (front-rear additional acceleration vs lateral additional acceleration) and the newly devised " _{δ_dot- r_dot} " ( I tried to draw the steering angle velocity vs. yaw angular velocity diagram.

The distribution map of the jerk is considered to clearly indicate the degree of linkage between the forward and backward motion and the lateral motion, and the comfortable situation is a situation in which state quantities are gathered near the origin. Of course, the average speed in (a) is higher than in (b), so the comparison condition is not good, but as shown in FIG. 38, the degree of concentration at the origin is higher than that of the normal vehicle in (b). In addition, the feeling is good (e) GVC & M + also has a higher degree of concentration to the origin than (b). This is because the same control as in (a) can be expected in the range before the limit at which the ESC is not operated.

Furthermore, although (d) the moment-off (different controller Hybrid control) is concentrated to a certain extent compared to (b), a loop-like locus (passing multiple times) is seen in the first quadrant . In other words, there is a part where the lateral movement and the back and forth movement are suddenly occurring (linked). Now, _{let's look at} the evaluation of the newly designed M + (moment plus) control with the "δ _{_ dot-} r _{_ dot} " diagram. Also in this diagram, it is considered that the vehicle control becomes difficult if it is far from the origin, particularly in the second quadrant and the fourth quadrant. Ideally, it is considered to be easy to drive when it gathers on a line rising to the upper right (the slope is K) passing through the origin and near the origin. This is because K is considered to be an instantaneous yaw rate gain (dr / dδ) with respect to the amount of steering angle per unit during exercise (Equation 31).

  The fact that this is constant in each movement state can be said to be an easy-to-handle car. It can be seen that in the moment-off (different controller Hybrid control) of (d), this inclination is larger than in (a) and (e). That is, it can be seen that it has a characteristic that is slightly peaky for steering. This is presumably because there is no control to compensate for the decrease in the restoring moment, which is considered to be the result of demonstrating the effectiveness of the M + control.

  As described above, using steering path test results, steering stability and feeling evaluation were performed using two types of diagrams, and each effect could be quantitatively evaluated from a mechanical point of view. This confirms the effectiveness of GVC and M + control. These controls can be realized by sending commands from the ADAS controller equivalent to the ESC having a deceleration input port and a moment input port. As a vehicle with a normal ESC can be significantly improved in performance without modification, high-grade motion control can be realized in a plurality of embodiments, and the technology / device can be provided to more drivers (see FIG. 39).

  As mentioned above, yaw moment control (ESC) based on side slip information, acceleration / deceleration control based on lateral acceleration (G-Vectoring), and control combining them (Hybrid control) are mentioned, and limitations due to hardware limit It shows that "connection control" to the area is necessary, and the basic concept of yaw moment control (moment plus: M +) based on lateral jerk, such as technical background, realization method, etc., these, ESC, The effectiveness of vehicle motion control (Hybrid +) with 3 modes of GVC and M + is shown.

  Furthermore, the effectiveness of the present invention has been described using two example embodiments and vehicle test results. The results of the actual vehicle test show that sufficient effects can be obtained even in a system configuration using a vehicle CAN with a relatively low communication speed, and the system configuration in which a plurality of controllers are connected by a CAN signal according to the present invention It has been demonstrated that vehicle motion control with high quality maneuverability and stability can be realized.

  According to the present invention, there has been no method other than incorporating it into the ESC, so far, it is possible to improve the maneuverability, stability and riding comfort of the vehicle (G-Vectoring and ESC (DYC) Hybrid control) By adding the moment control (M +) of both connections, G-Vectoring and M + are mounted on at least the controller connected by communication, and hybrid + control can be realized by sending a command to ESC by communication. This indicates that more drivers can be provided with the technology in multiple hardware embodiments.

0 vehicle 1 left rear wheel motor 2 right rear wheel motor 7 power steering 10 accelerator pedal 11 brake pedal 16 steering 21 lateral acceleration sensor 22 longitudinal acceleration sensor 23, 24, 25 differential circuit 31 accelerator position sensor 32 brake pedal position sensor 33 driver's steering Angle sensor 38 Yaw rate sensor 40 Central controller 44 Steering controller 46 Power train controller 48 Pedal controller 51 Accelerator reaction motor 52 Brake pedal reaction motor 53 Steering reaction motor 61 Left front wheel 62 Right front wheel 63 Left rear wheel 64 Right rear wheel 70 mm Wave-to-ground vehicle speed sensor

Claims (46)

A vehicle acceleration / deceleration command calculation unit that calculates a vehicle acceleration / deceleration command value based on a lateral acceleration of the vehicle;
First vehicle yaw moment command calculation means for calculating a first vehicle yaw moment command value based on the lateral acceleration of the vehicle;
Control means for performing the first mode and the second mode;
In the first mode, based on the vehicle acceleration / deceleration command value, substantially the same driving force or driving torque and / or braking force or braking torque is generated on the left and right wheels of the four wheels of the vehicle. It is a mode to control the acceleration and deceleration of the vehicle,
In the second mode, different driving forces or driving torques and / or braking forces or braking torques are generated on the left and right wheels of the four wheels of the vehicle based on the first vehicle yaw moment command value. Mode to control the yaw moment of the vehicle,
The first mode operates in the daily area,
The second mode operates at least in a transition region from the daily region to the limit region ;
The motion control device for a vehicle, wherein the limit area is a state in which a side slip angle occurring in the vehicle is increased. In the vehicle motion control device according to claim 1,
The first mode is based on a vehicle acceleration / deceleration command value calculated based on the lateral acceleration of the vehicle by the vehicle acceleration / deceleration command calculation unit when the product of the vehicle lateral acceleration and the vehicle lateral acceleration is positive. A first mode 1.1 for controlling the deceleration of the vehicle;
The acceleration of the vehicle is controlled based on the acceleration / deceleration command value calculated based on the lateral acceleration of the vehicle by the vehicle acceleration / deceleration command calculation unit when the product of the vehicle lateral acceleration and the vehicle lateral acceleration is negative. The motion control device of the vehicle which is one or both of the 1.2 modes. In the vehicle motion control device according to claim 1,
In the second mode, the first vehicle calculated based on the lateral acceleration of the vehicle when the product of the lateral acceleration of the vehicle and the lateral acceleration of the vehicle is positive by the first vehicle yaw moment command calculation means. A second mode in which a yaw moment on the turning acceleration side of the vehicle is controlled based on a yaw moment command value on the turning side of the vehicle, which is a yaw moment command value;
A vehicle that is the first vehicle yaw moment command value calculated based on the lateral acceleration of the vehicle when the product of the lateral acceleration of the vehicle and the lateral acceleration of the vehicle is negative by the first vehicle yaw moment command computing means A motion control device for a vehicle according to any one or both of a mode 2.2 for controlling the yaw moment on the stable side of the vehicle based on the yaw moment command value on the stable side. In the motion control device according to claim 1,
The motion control device for a vehicle, wherein the limit area is an area in which a lateral movement deviation that is a deviation between a target lateral movement and an actual lateral movement is equal to or greater than a predetermined value. In the vehicle motion control device according to claim 1,
And second vehicle yaw moment command calculation means for calculating a second vehicle yaw moment command value based on the side slip information of the vehicle.
Arbitration means for the first vehicle yaw moment command value and the second vehicle yaw moment command value is provided,
The motion control device for a vehicle, wherein the mediation means adopts one of the first vehicle yaw moment command value and the second vehicle yaw moment command value that has a larger absolute value and outputs the one. In the vehicle motion control device according to claim 1,
The vehicle acceleration / deceleration command calculation means and the first vehicle yaw moment command calculation means are provided in the same controller,
The vehicle acceleration / deceleration command value calculated by the vehicle acceleration / deceleration command calculation means and the first vehicle yaw moment command value calculated by the first vehicle yaw moment command calculation means are communicated by the controller from the controller. Motion control device of vehicle transmitted to control means. In the vehicle motion control device according to claim 1,
A motor that generates a braking force or a braking torque;
The motion control device of a vehicle, wherein the control means has a regeneration means for regenerating electric power generated when the braking force or the braking torque is generated by the electric motor. In the vehicle motion control device according to claim 1,
The vehicle acceleration / deceleration command value is such that the vehicle is decelerated when the lateral acceleration of the vehicle increases.
A motion control device of a vehicle generated such that the vehicle is accelerated when the lateral acceleration of the vehicle decreases. In the vehicle motion control device according to claim 1,
A motion control apparatus for a vehicle, wherein the vehicle acceleration / deceleration command value is generated such that the vehicle is decelerated when the steering angle of the vehicle increases, and the vehicle is accelerated when the steering angle of the vehicle decreases. . In the vehicle motion control device according to claim 1,
The motion control device for a vehicle, wherein the vehicle acceleration / deceleration command value is generated based on a lateral acceleration and a lateral acceleration of the vehicle generated based on a steering angle of the vehicle and a vehicle speed, and a predetermined gain. In the vehicle motion control device according to claim 1,
The vehicle acceleration / deceleration command value Gxc is a lateral acceleration Gy of the vehicle, a lateral acceleration Gy_dot of the vehicle, a predetermined lateral acceleration gain Cxy, a predetermined primary delay time constant T, a predetermined Laplace operator s, a predetermined offset In the case of Gx_DC, the motion control device of the vehicle calculated by the following formula.

In the vehicle motion control device according to claim 1,
The first vehicle yaw moment command value is generated to promote turning of the vehicle when the lateral acceleration of the vehicle increases, and to restore the turning of the vehicle when the lateral acceleration of the vehicle decreases. Motion control device for vehicles. In the vehicle motion control device according to claim 1,
The first vehicle yaw moment command value is generated so as to promote turning of the vehicle when the steering angle of the vehicle increases and to restore turning of the vehicle when the steering angle of the vehicle decreases. Motion control device for vehicles. In the vehicle motion control device according to claim 1,
The first vehicle yaw moment command value is generated based on a lateral acceleration and a lateral acceleration of the vehicle generated based on the steering angle and the vehicle speed of the vehicle, and a motion control of the vehicle generated based on a predetermined gain. apparatus. In the vehicle motion control device according to claim 1,
Assuming that the first vehicle yaw moment command Mz + is a vehicle lateral acceleration Gy, a vehicle lateral acceleration Gy_dot, a predetermined lateral acceleration gain Cmnl, a predetermined first delay time constant Tmn, and a predetermined Laplace operator s The motion control device of the vehicle calculated by the following formula.

The motion control device of a vehicle according to any one of claims 10, 11, 14, 15.
The lateral acceleration is estimated based on the steering angle and the vehicle speed, or estimated from the yaw rate detected by the yaw rate sensor and the vehicle speed, or time-differentiated lateral acceleration measured by the lateral acceleration sensor. Calculated vehicle motion control device. In the vehicle motion control device according to claim 1,
The vehicle acceleration / deceleration command value has an acceleration command value and a deceleration command value,
The acceleration command value becomes zero when a brake operation command from a driver is input,
The motion control device for a vehicle, wherein the deceleration command value is zero when an accelerator operation command from a driver is input. In the vehicle motion control device according to claim 1,
The vehicle motion control device wherein the vehicle acceleration / deceleration command value becomes zero according to the external world information including any of obstacle information detected by the external world information detecting means, preceding vehicle information and rear vehicle information. In the vehicle motion control device according to claim 11,
The vehicle acceleration / deceleration command calculation means is a motion control device of a vehicle that changes the lateral additive acceleration Cxy according to the external world information including any of obstacle information detected by the external world information detection means, preceding vehicle information and rear vehicle information. . In the vehicle motion control device according to claim 15,
The first vehicle yaw moment command computing means is a vehicle that changes the lateral acceleration gain Cmnl according to external world information including any of obstacle information detected by the external world information detecting means, preceding vehicle information, and rear vehicle information. Motion control device. In the motion control device according to claim 4,
The target lateral movement is created based on a steering angle and a vehicle speed. A motion control program of a vehicle that causes a controller of the vehicle to function as motion control means having a first mode and a second mode,
In the first mode, based on a vehicle acceleration / deceleration command value obtained based on a lateral acceleration of the vehicle, substantially the same driving force or driving torque as the left and right wheels of the four wheels of the vehicle and / or , Generating braking force or braking torque to control acceleration / deceleration of the vehicle,
In the second mode, based on a first vehicle yaw moment command value obtained based on the lateral jerk of the vehicle, different driving forces or driving torques for the left and right wheels of the four wheels of the vehicle, and / Or a mode in which a braking force or a braking torque is generated to control the yaw moment of the vehicle,
The first mode operates in the daily area,
The second mode operates at least in a transition region from the daily region to the limit region ;
The motion control program for a vehicle, wherein the limit area is a state in which a side slip angle occurring in the vehicle is increased. In the vehicle motion control program according to claim 22,
The first mode is
A mode 1.1 for controlling the deceleration of the vehicle based on the vehicle acceleration / deceleration command value when the product of the vehicle lateral acceleration and the vehicle lateral acceleration is positive;
A vehicle according to any one or both of the first and second modes for controlling the acceleration of the vehicle based on the vehicle acceleration / deceleration command value when the product of the vehicle lateral acceleration and the vehicle lateral acceleration is negative. Motion control program. In the vehicle motion control program according to claim 22,
The second mode is
When the product of the vehicle lateral acceleration and the vehicle lateral acceleration is positive, the yaw moment on the turning acceleration side of the vehicle is controlled based on the yaw moment command value on the vehicle turning acceleration side, which is the first vehicle yaw moment command value. With mode 2.1,
The yaw moment on the stable side of the vehicle is controlled based on the yaw moment command value on the vehicle stable side, which is the first vehicle yaw moment command value, when the product of the vehicle lateral acceleration and the vehicle lateral jerk is negative. Vehicle motion control program that is either one or both of the 2.2 modes. In the motion control program according to claim 22,
The motion control program of a vehicle, wherein the limit area is an area in which a lateral movement deviation which is a deviation between a target lateral movement and an actual lateral movement is equal to or more than a predetermined value. In the vehicle motion control program according to claim 22,
A second vehicle yaw moment command calculation function of calculating a second vehicle yaw moment command value based on the side slip information of the vehicle;
An arbitration function between the first vehicle yaw moment command value and the second vehicle yaw moment command value;
The motion control program for a vehicle, wherein the mediation function adopts a larger absolute value of the first vehicle yaw moment command value and the second vehicle yaw moment command value. In the vehicle motion control program according to claim 22,
Motion control program for a vehicle, wherein the vehicle acceleration / deceleration command value is generated such that the vehicle is decelerated when the lateral acceleration of the vehicle increases and the vehicle is accelerated when the lateral acceleration of the vehicle decreases . In the vehicle motion control program according to claim 22,
A motion control program of a vehicle, wherein the vehicle acceleration / deceleration command value is generated such that the vehicle is decelerated when the steering angle of the vehicle increases and the vehicle is accelerated when the steering angle of the vehicle decreases. . In the vehicle motion control program according to claim 22,
A vehicle motion control program, wherein the vehicle acceleration / deceleration command value is generated based on a lateral acceleration and a lateral acceleration of the vehicle generated based on a steering angle of the vehicle and a vehicle speed, and a predetermined gain. In the vehicle motion control program according to claim 22,
The vehicle acceleration / deceleration command value Gxc is a lateral acceleration Gy of the vehicle, a lateral acceleration Gy_dot of the vehicle, a predetermined lateral acceleration gain Cxy, a predetermined primary delay time constant T, a predetermined Laplace operator s, and a predetermined value. In the case of the offset Gx_DC, a motion control program of the vehicle calculated by the following formula.

In the vehicle motion control program according to claim 22,
The first vehicle yaw moment command value is generated to promote turning of the vehicle when the lateral acceleration of the vehicle increases, and to restore the turning of the vehicle when the lateral acceleration of the vehicle decreases. Motion control program for vehicles. In the vehicle motion control program according to claim 22,
The first vehicle yaw moment command value is generated so as to promote turning of the vehicle when the steering angle of the vehicle increases and to restore turning of the vehicle when the steering angle of the vehicle decreases. Motion control program for vehicles. In the vehicle motion control program according to claim 22,
The first vehicle yaw moment command value is generated based on a lateral acceleration and a lateral acceleration of the vehicle generated based on the steering angle and the vehicle speed of the vehicle, and a motion control of the vehicle generated based on a predetermined gain. program. In the vehicle motion control program according to claim 22,
Assuming that the first vehicle yaw moment command Mz + is a vehicle lateral acceleration Gy, a vehicle lateral acceleration Gy_dot, a predetermined lateral acceleration gain Cmnl, a predetermined first delay time constant Tmn, and a predetermined Laplace operator s The motion control program of the vehicle calculated by the following formula.

In the vehicle motion control program according to any one of claims 29, 30, 33, 34,
The lateral jerk is estimated based on the steering angle and the vehicle speed, or estimated from the yaw rate detected by the yaw rate sensor and the vehicle speed, or calculated by temporally differentiating the lateral acceleration measured by the lateral acceleration sensor. Is a vehicle motion control program. In the vehicle motion control program according to claim 22,
The vehicle acceleration / deceleration command value has an acceleration command value and a deceleration command value,
The acceleration command value becomes zero when a brake operation command from a driver is input,
The motion control program for a vehicle, wherein the deceleration command value is zero when an accelerator operation command from a driver is input. In the vehicle motion control program according to claim 22,
The vehicle motion control program wherein the vehicle acceleration / deceleration command value becomes zero by external world information including any of obstacle information detected by external world information detection means, preceding vehicle information and rear vehicle information. In the vehicle motion control program according to claim 30,
A vehicle motion control program for changing the lateral additional acceleration gain Cxy according to external world information including any of obstacle information detected by an external world information detecting means, preceding vehicle information and rear vehicle information. In the vehicle motion control program according to claim 34,
A vehicle motion control program for changing the lateral additional acceleration gain Cmnl according to external world information including any of obstacle information detected by an external world information detecting means, preceding vehicle information and rear vehicle information. In the motion control program according to claim 25,
The target lateral movement is created based on a steering angle and a vehicle speed. In the vehicle motion control program according to claim 22,
A vehicle motion control program for changing the behavior of the vehicle under the first mode and at least one mode of the second mode using external world information. 42. The vehicle motion control program according to claim 41,
The external world information is a motion control program of a vehicle including at least one of obstacle information, leading vehicle information, and rear vehicle information. 42. The vehicle motion control program according to claim 41,
The motion control program of a vehicle, wherein the outside world information includes at least one of information from a stereo camera, information from a navigation system, and information obtained from communication between the vehicle and the outside of the vehicle. In the vehicle motion control device according to claim 1,
A vehicle motion control device that uses external world information to change the behavior of the vehicle under the first mode and at least one of the second mode. 45. A motion control device for a vehicle according to claim 44,
The motion control device for a vehicle, wherein the outside world information includes at least one of obstacle information, leading vehicle information, and rear vehicle information. 45. A motion control device for a vehicle according to claim 44,
The motion control device for a vehicle, wherein the outside world information includes at least one of information from a stereo camera, information from a navigation system, and information obtained from communication between the vehicle and the outside of the vehicle.

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