Vehicle movement control device

Abstract

The present invention relates to a vehicle behavior control device, comprising: a first actuator configured to apply a vertical control force to the left wheel of a first axle among the front axle and the rear axle of the vehicle; a second actuator configured to operate independently of the first actuator and configured to apply a vertical control force to the right wheel of the first axle; and a controller. The controller is configured to calculate a requested value of a behavior parameter representing the behavior of the vehicle, and is configured to convert the requested value of the behavior parameter into a first requested force for the first actuator and a second requested force for the second actuator, and is configured to control the first actuator so that the vertical control force applied to the left wheel of the first axle becomes the first requested force.

Description

Technical Field

[0001] The present disclosure relates to a movement control device for a vehicle. Background Art

[0002] Techniques related to a movement control device for a vehicle are described, for example, in Japanese Unexamined Patent Application Publication No. 2009-073239. The suspension control device related to the technique described in Japanese Unexamined Patent Application Publication No. 2009-073239 is a control device for a so-called active suspension. For this technique, active suspensions are provided for all four wheels of the vehicle, and a vertical control force can be independently applied to each wheel by an actuator. For this technique, the actuators provided for each wheel are driven and controlled according to a predetermined control rule to control the heave, roll, and pitch of the vehicle in order to improve both ride comfort and ground contact performance.

[0003] In the above technique, four actuators are used to control the heave, roll, and pitch of the vehicle. Of course, if the number of actuators mounted is increased, the degree of freedom related to the movement control of the vehicle also increases. However, the vehicle system becomes more complex according to the number of actuators mounted, and the cost per vehicle also increases. If the degree of freedom of the movement of the vehicle that can be controlled is the same, it is preferable that the number of actuators mounted be as small as possible. Summary of the Invention

[0004] The present disclosure provides a technique capable of controlling the movement of a vehicle using a small number of actuators.

[0005] A first aspect of the present disclosure is a movement control device for a vehicle. The movement control device includes: a first actuator configured to apply a vertical control force to the left wheel of a first axle among a front axle and a rear axle of the vehicle; a second actuator configured to operate independently of the first actuator and configured to apply a vertical control force to the right wheel of the first axle; and a controller. The controller is configured to calculate a requested value of a movement parameter representing the movement of the vehicle, and is configured to transform the requested value of the movement parameter into a first requested force for the first actuator and a second requested force for the second actuator. The controller is configured to control the first actuator so that the vertical control force applied to the left wheel of the first axle becomes the first requested force, and is configured to control the second actuator so that the vertical control force applied to the right wheel of the first axle becomes the second requested force.

[0006] According to the above first aspect, by controlling the first actuator based on the first requested force transformed from the requested value of the movement parameter and controlling the second actuator based on the second requested force transformed from the requested value of the movement parameter, the desired movement of the vehicle can be achieved. That is, the movement of the vehicle can be controlled using a small number of actuators.

[0007] In the above first mode, the controller can be configured to calculate, as a requested value of a behavior parameter, a requested roll moment acting on the center of gravity of the vehicle and a requested force in the same phase in the vertical direction of the left and right wheels of the first axle (the first axle in-phase requested force).

[0008] According to the above structure, it is possible to realize the requested roll moment and the first axle in-phase requested force by using the control force in the vertical direction applied to the left wheel of the first axle by the first actuator and the control force in the vertical direction applied to the right wheel of the first axle by the second actuator.

[0009] In the above first mode, the behavior control device may include an active stabilizer configured to apply control forces in the vertical direction to the left and right wheels of the second axle of the front axle and the rear axle in antiphase. The controller can be configured to calculate, as a requested value of a behavior parameter, a requested roll moment acting on the center of gravity of the vehicle and a requested force in the same phase in the vertical direction of the left and right wheels of the first axle (the first axle in-phase requested force). The controller can be configured to transform the requested value of the behavior parameter into a first requested force for the first actuator, a second requested force for the second actuator, and a requested moment for the active stabilizer. The controller can be configured to control the first actuator so that the control force in the vertical direction applied to the left wheel of the first axle becomes the first requested force, can be configured to control the second actuator so that the control force in the vertical direction applied to the right wheel of the first axle becomes the second requested force, and can be configured to control the active stabilizer so that a requested moment is generated by using the control forces in the vertical direction applied to the left and right wheels of the second axle in antiphase.

[0010] According to the above structure, it is possible to control the behavior of the vehicle by using the control force in the vertical direction applied to the left wheel of the first axle by the first actuator, the control force in the vertical direction applied to the right wheel of the first axle by the second actuator, and the control forces in antiphase applied to the left and right wheels of the second axle by the active stabilizer. Moreover, by controlling the second actuator based on the first requested force transformed from the requested value of the behavior parameter, controlling the second actuator based on the second requested force transformed from the requested value of the behavior parameter, and controlling the active stabilizer based on the requested moment transformed from the requested value of the behavior parameter, it is possible to realize the requested roll moment and the first axle in-phase requested force and realize the desired behavior of the vehicle.

[0011] In the above-described first mode, the movement control device may include a third actuator configured to operate independently of the first actuator and the second actuator and configured to apply an up-and-down control force to a single wheel of the second axle among the front axle and the rear axle. The controller may be configured to calculate a requested roll moment, a requested pitch moment, and a requested lift acting on the center of gravity of the vehicle as requested values of the movement parameters. The controller may be configured to transform the requested values of the movement parameters into the first requested force, the second requested force, and a third requested force for the third actuator. The controller may be configured to control the first actuator so that the up-and-down control force applied to the left wheel of the first axle becomes the first requested force, may be configured to control the second actuator so that the up-and-down control force applied to the right wheel of the first axle becomes the second requested force, and may be configured to control the third actuator so that the up-and-down control force applied to the single wheel of the second axle becomes the third requested force.

[0012] In the above-described first mode, the first actuator and the second actuator may be actuators of the same type, and the third actuator may be an actuator of the same type as the first actuator and the second actuator. The first actuator and the second actuator may be actuators of the same type, and the third actuator may be an actuator of a different type from the first actuator and the second actuator. The controller may be configured to calculate a requested roll moment, a requested pitch moment, and a requested lift acting on the center of gravity of the vehicle as requested values of the movement parameters.

[0013] According to the above configuration, it is possible to control the movement of the vehicle using the up-and-down control force applied to the left wheel of the first axle by the first actuator, the up-and-down control force applied to the right wheel of the first axle by the second actuator, and the up-and-down control force applied to the single wheel of the second axle by the third actuator. Moreover, by controlling the first actuator based on the first requested force transformed from the requested value of the movement parameter, controlling the second actuator based on the second requested force transformed from the requested value of the movement parameter, and controlling the third actuator based on the third requested force transformed from the requested value of the movement parameter, it is possible to achieve the requested roll moment, the requested pitch moment, and the requested lift, and realize the desired movement of the vehicle.

[0014] According to the above-described first mode of the present disclosure, it is possible to control the movement of the vehicle using a small number of actuators. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Hereinafter, features, advantages, techniques, and industrial importance of exemplary embodiments of the present invention will be described with reference to the drawings, in which the same reference numerals denote the same components, where:

[0016] Figure 1This is a diagram showing a vehicle behavior model for explaining the vehicle behavior control according to the first embodiment of the present disclosure.

[0017] Figure 2 This is a diagram showing the structure of a vehicle equipped with a vehicle behavior control device according to the first embodiment of the present disclosure.

[0018] Figure 3 This is a flowchart of the vehicle behavior control according to the first embodiment of the present disclosure.

[0019] Figure 4 This is a diagram showing a vehicle behavior model for explaining the vehicle behavior control according to the second embodiment of the present disclosure.

[0020] Figure 5 This is a diagram showing the structure of a vehicle equipped with a vehicle behavior control device according to the second embodiment of the present disclosure.

[0021] Figure 6 This is a flowchart of the vehicle behavior control according to the second embodiment of the present disclosure.

[0022] Figure 7 This is a diagram showing a vehicle behavior model for explaining the vehicle behavior control according to the third embodiment of the present disclosure.

[0023] Figure 8 This is a diagram showing the structure of a vehicle equipped with a vehicle behavior control device according to the third embodiment of the present disclosure.

[0024] Figure 9 This is a flowchart of the vehicle behavior control according to the third embodiment of the present disclosure.

[0025] Figure 10 This is a diagram showing the structure of a vehicle equipped with a vehicle behavior control device according to the fourth embodiment of the present disclosure. Detailed Embodiment

[0026] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. Among them, in the embodiments shown below, when referring to numbers such as the number, quantity, amount, range, etc. of each element, unless otherwise specified or clearly determined to be that number in principle, the idea of the present disclosure is not limited to the mentioned number. In addition, unless otherwise specified or clearly determined to be this in principle, the structures described in the embodiments shown below are not necessarily essential to the idea of the present disclosure.

[0027] 1. First Embodiment

[0028] 1-1. Vehicle Behavior Control

[0029] Use Figure 1 The movement control according to the first embodiment will be described. Figure 1 A movement model of a vehicle for explaining the movement control according to the first embodiment is shown. In Figure 1 The shown movement model illustrates movement parameters to be controlled and operation parameters for controlling the movement parameters in the first embodiment.

[0030] In Figure 1 In the movement model of the vehicle 10 shown, suspension 20RLA and 20RRA that respectively suspend the left and right wheels 14RL and 14RR of the rear axle (first axle) are configured as active suspensions. The suspension 20FRA that suspends the right wheel 14FR of the front axle (second axle) is also configured as an active suspension. Specifically, the suspensions 20FRA, 20RRA, and 20RLA are so-called fully active suspensions that can actively apply an up-and-down direction control force between the wheels 14FR, 14RR, 14RL and the vehicle body 12 using actuators 26FR, 26RR, and 26RL. The suspension 20FL that suspends the left wheel 14FL of the front axle is a general suspension without an actuator, that is, a non-active suspension.

[0031] In the movement control according to the first embodiment, the control force F rl applied to the left rear wheel 14RL by the actuator (first actuator) 26RL is used rr as an operation parameter. In addition, the control force F fr applied to the right rear wheel 14RR by the actuator (second actuator) 26RR is also used

[0032] In Figure 1 In the movement model of the vehicle 10 shown, the movement modes at the center of gravity position above the spring of the vehicle 10, that is, the roll moment M r , the pitch moment M p and the lift F h are movement parameters. If actuators are installed on three of the four wheels, their control forces are used as operation parameters, and all of the roll, pitch, and heave of the vehicle 10 can be controlled. Therefore, in the movement control according to the first embodiment, the respective control forces F rl , F rr , F fr used as operation parameters are determined r so as to achieve the requested values of the respective movement parameters, that is, the requested roll moment M p , the requested pitch moment M h .

[0033] Among them, in the vehicle 10, various controls related to its behavior are performed. For example, a sprung feedback control for suppressing the vibration of sprung components is performed based on the sprung state quantity calculated from the measurement value of the sprung acceleration sensor. In addition, an unsprung feedback control for suppressing the vibration of unsprung components is performed based on the unsprung state quantity calculated from the measurement values of the sprung acceleration sensor and the vehicle height sensor. Moreover, there are also cases where preview control for predicting the road surface state using a camera image and a database of high-precision map data, and posture control for steering and acceleration / deceleration control postures are performed. Of course, these various controls can also be combined. In these controls, various forces and torques are requested according to their purposes.

[0034] However, regardless of any forces and torques requested, these requested forces and requested torques can be transformed into a motion mode at the sprung center of gravity position of the vehicle 10. In this specification, the motion mode composed of the roll torque, pitch torque, and lift is called the center of gravity three-mode. Hereinafter, the transformation formula for transforming various requested forces and requested torques into the center of gravity three-mode will be described.

[0035] First, the parameters used in the transformation formula are defined as follows.

[0036] l f : The distance between the center of gravity of the vehicle and the center of gravity of the front axle (refer to Figure 1 )

[0037] l r : The distance between the centers of gravity of the rear axles (refer to Figure 1 )

[0038] T f : The front track width (refer to Figure 1 )

[0039] T r : The rear track width (refer to Figure 1 )

[0040] F h : The total requested lift

[0041] M r : The total requested roll torque

[0042] M p : The total requested pitch torque

[0043] F fli : The requested force in the up and down direction for the left front wheel

[0044] F fri : The requested force in the up and down direction for the right front wheel

[0045] Frli : Request force in the vertical direction for the left rear wheel

[0046] F rri : Request force in the vertical direction for the right rear wheel

[0047] (Each of the above request forces includes the request force related to feedforward control and the request force related to feedback control)

[0048] F fin : Total request force in the same direction acting on the right and left wheels of the front axle (front axle in-phase request force)

[0049] F fan : Total request force in the opposite direction acting on the right and left wheels of the front axle (front axle out-of-phase request force)

[0050] F rin : Total request force in the same direction acting on the right and left wheels of the rear axle (rear axle in-phase request force)

[0051] F ran : Total request force in the opposite direction acting on the right and left wheels of the rear axle (rear axle out-of-phase request force)

[0052] (Each of the above in-phase request forces and out-of-phase request forces includes the request force related to feedforward control and the request force related to feedback control)

[0053] F hm : Requested lift under mode control including ride comfort control and posture control

[0054] M rm : Requested roll moment M under mode control including ride comfort control and posture control pm : Requested pitch moment under mode control including ride comfort control and posture control

[0055] The request forces in the vertical direction for each wheel can be transformed into the three center-of-gravity modes by the following Equation 1.

[0056]

[0057] The in-phase request forces and out-of-phase request forces for each axle can be transformed into the three center-of-gravity modes by the following Equation 2.

[0058]

[0059] Further, as shown in Equation 3 below, the values of the center-of-gravity three modes calculated by Equation 1 and the values of the center-of-gravity three modes calculated by Equation 2 are added to the requested values of the center-of-gravity three modes with pattern control. Thus, the total requested value of the center-of-gravity three modes, that is, the total requested lift F can be calculated. h , the total requested roll moment M r and the total requested pitch moment M p .

[0060]

[0061] By using the above transformations of Equation 1, Equation 2, and Equation 3, the requested values of the behavior parameters representing the behavior of the vehicle 10 can be expressed by the requested values of the center-of-gravity three modes in any case of performing any control related to the behavior of the vehicle 10. Moreover, if the requested values of the center-of-gravity three modes are determined, the requested forces for the respective actuators 26FR, 26RR, and 26RL can be obtained from the requested values of the center-of-gravity three modes by the transformation related to Equation 4 below.

[0062]

[0063] In the behavior control according to the first embodiment, the actuator 26RL is controlled so that the vertical control force applied to the left rear wheel 14RL becomes the requested force (first requested force) F rl , and at the same time, the actuator 26RR is controlled so that the vertical control force applied to the right rear wheel 14RR becomes the requested force (second requested force) F rr . And at the same time, the actuator 26FR is controlled so that the vertical control force applied to the right front wheel 14FR becomes the requested force (third requested force) F fr . Thus, by controlling the respective actuators 26FR, 26RR, and 26RL based on the requested forces transformed from the requested values of the center-of-gravity three modes, all the desired behaviors including roll, pitch, and heave can be achieved in the vehicle 10.

[0064] 1-2. Vehicle Behavior Control Device

[0065] Next, Figure 2 the behavior control device for performing the above behavior control will be described. Figure 2 The structure of the vehicle 10 equipped with the vehicle behavior control device according to the first embodiment is shown.

[0066] As Figure 2As shown, the vehicle 10 has a left front wheel 14FL and a right front wheel 14FR as steering control wheels on the front axle 16F, and a left rear wheel 14RL and a right rear wheel 14RR as non-steering control wheels on the rear axle 16R. However, a steering control mechanism may also be provided on the rear wheels 14RL and 14RR. In addition, the vehicle 10 may be a front-wheel drive vehicle that drives the front wheels 14FL and 14FR, a rear-wheel drive vehicle that drives the rear wheels 14RL and 14RR, or an all-wheel drive vehicle that drives the front wheels 14FL and 14FR and the rear wheels 14RL and 14RR.

[0067] The vehicle 10 includes a suspension 20FL that suspends the left front wheel 14FL from the vehicle body 12, a suspension 20FRA that suspends the right front wheel 14FR from the vehicle body 12, a suspension 20RLA that suspends the left rear wheel 14RL from the vehicle body 12, and a suspension 20RRA that suspends the right rear wheel 14RR from the vehicle body 12. As described above, the suspension 20FRA on the right side of the front axle 16F and the left and right suspensions 20RLA and 20RRA of the rear axle 16R are active suspensions (fully active suspensions), and only the suspension 20FL on the left side of the front axle 16F is a non-active suspension.

[0068] The suspension 20FL on the left side of the front axle 16F, which is a non-active suspension, includes a spring 22FL and a shock absorber 24FL. The suspension 20FRA on the right side of the front axle 16F, which is an active suspension, includes a spring 22FR and a shock absorber 24FR in addition to an actuator 26FR. The actuator 26FR is provided between the vehicle body 12 and the piston rod of the shock absorber 24FR. The actuator 26FR is configured to generate a vertical control force between the vehicle body 12 and the right front wheel 14FR in a hydraulic or electromagnetic manner.

[0069] The suspensions 20RLA and 20RRA of the rear axle 16R, which are active suspensions, also include actuators 26RL and 26RR in addition to springs 22RL, 22RR and shock absorbers 24RL, 24RR. The actuators 26RL and 26RR are provided between the vehicle body 12 and the piston rods of the shock absorbers 24RL and 24RR. The actuators 26RL and 26RR have the same structure as the actuator 26FR and generate a vertical control force between the vehicle body 12 and the left and right wheels 14RL and 14RR of the rear axle 16R.

[0070] A controller 30 is mounted on the vehicle 10. The controller 30 is connected to a sensor group 40 mounted on the vehicle 10 via an in-vehicle network such as a CAN (Controller Area Network). The controller 30 obtains signals from the sensor group 40. The sensor group 40 includes, for example, sensors that measure physical quantities related to the behavior of the vehicle 10, such as an acceleration sensor, a vehicle height sensor, and a wheel speed sensor. In addition, the controller 30 is also connected to the actuators 26FR, 26RL, and 26RR via the in-vehicle network.

[0071] The controller 30 includes a processor 32 and a memory 34 coupled to the processor 32. A program 36 executable by the processor 32 and various information related thereto are stored in the memory 34. The program 36 stored in the memory 34 includes a behavior control program. By executing the behavior control program by the processor 32, the behavior control described in "1-1. Vehicle Behavior Control" can be realized. Accordingly, an operation signal is given from the controller 30 to the actuators 26FR, 26RL, and 26RR as a requested force in the vertical direction acting between the vehicle body 12 and the wheels 14FR, 14RL, and 14RR.

[0072] Figure 3 It is a flowchart of the behavior control executed by the controller 30 when the processor 32 executes the behavior control program. First, in step S11, the controller 30 calculates a requested value of a behavior parameter based on the physical quantity related to the behavior of the vehicle 10 measured by the sensor group 40. The requested value of the behavior parameter calculated in the first embodiment is the requested value of the three-mode center of gravity, that is, the requested lift F h , the requested roll moment M r and the requested pitch moment M p .

[0073] In step S12, the controller 30 transforms the requested values of the three-mode center of gravity into requested forces F fr , F rl , F rr for the actuators 26FR, 26RL, and 26RR. Equation 4 is used in this transformation.

[0074] In step S13, the controller 30 controls the actuator 26RR of the suspension 20RRA that suspends the right rear wheel 14RR based on the requested force F rr . At the same time, the controller 30 controls the actuator 26RL of the suspension 20RLA that suspends the left rear wheel 14RL based on the requested force F rl . In addition, at the same time, the controller 30 controls the actuator 26FR of the suspension 20FRA that suspends the right front wheel 14FR based on the requested force F fr .

[0075] By performing movement control including the above steps by the controller 30, the desired movement expressed in the three center-of-gravity modes can be achieved in the vehicle 10.

[0076] 2. Second Embodiment

[0077] 2-1. Vehicle Movement Control

[0078] Use Figure 4 The movement control related to the second embodiment will be described. Figure 4 A vehicle movement model for explaining the movement control related to the second embodiment is shown. In Figure 4 The shown movement model illustrates the movement parameters to be controlled and the operation parameters for controlling the movement parameters in the second embodiment.

[0079] In Figure 4 In the movement model of the vehicle 10 shown, the suspensions 20RLA and 20RRA that respectively suspend the left and right wheels 14RL and 14RR of the rear axle (the first axle) are configured as active suspensions. Specifically, the suspensions 20RRA and 20RLA are so-called fully active suspensions that can actively apply a vertical control force between the wheels 14RR and 14RL and the vehicle body 12 using the actuators 26RR and 26RL. The suspensions 20FL and 20FR that respectively suspend the left and right wheels 14FL and 14FR of the front axle (the second axle) are general suspensions without actuators, that is, non-active suspensions.

[0080] In addition, in Figure 4 In the movement model of the vehicle 10 shown, the vehicle 10 is provided with an active stabilizer 50 at the front axle. The active stabilizer 50 can generate a roll moment using the electric actuator 54 and apply vertical control forces to the left front wheel 14FL and the right front wheel 14FR in opposite directions to balance with the roll moment. The vehicle 10 does not have an active stabilizer at the rear axle. However, a general stabilizer without an electric actuator can also be provided at the rear axle.

[0081] In the movement control related to the second embodiment, the control force F rl applied to the left rear wheel 14RL by the actuator (the first actuator) 26RL is used rr as an operation parameter. In addition, the control force F fh applied to the right rear wheel 14RR by the actuator (the second actuator) 26RR is also used as an operation parameter. And the moment M

[0082] applied by the electric actuator 54 of the active stabilizer 50 is also used Figure 4In the movement model shown, no degree of freedom is given in the vertical direction of the front axle. Therefore, in the movement control according to the second embodiment, the requested values related to the movement mode control, that is, the requested lift and the requested pitching moment in the requested values of the three gravity center modes, are zero. In addition, the in-phase requested force of the front axle is also zero. And for simplicity, the requested forces in the vertical direction acting on each wheel are aggregated into the in-phase requested force or the out-of-phase requested force of the front axle or the rear axle.

[0083] By organizing the requested values of the movement parameters as described above, in Figure 4 the movement model shown, the in-phase requested force F of the rear axle rin and the requested roll moment M calculated using the following equation 5 r can be used as the requested values of the movement parameters.

[0084]

[0085] In addition, regarding the in-phase force acting on the rear axle (specifically, the in-phase force acting on the left and right wheels of the rear axle), vibration damping can be performed only through feedforward control and feedback control. However, in this case, although the vibration is reduced, pitching still remains. In view of this, if reducing pitching is prioritized, it is also possible to perform control to reduce pitching while leaving undulation. The in-phase requested force of the rear axle in this case is defined as F rin2 .

[0086] The in-phase requested force F of the rear axle is calculated in such a way as to cancel the in-phase force acting on the rear axle, add the same activity as the in-phase activity of the left and right wheels of the front axle to the rear axle, and have the rear axle bear all the requested torques related to the control of the pitching amount in the sprung mass feedback control rin . Here, for example, consider reproducing the in-phase activity of the left and right wheels of the front axle in a feedforward manner and increasing the control of the pitching amount in the sprung mass feedback control as feedback control. According to this consideration method, when the unsprung displacement caused by the in-phase activity of the left and right wheels of the front axle is set as Z rin2 , the suspension stiffness (wheel rate) under the in-phase activity of the left and right wheels of the rear axle is set as K 1fin , the wheelbase is set as l [m], the vehicle speed is set as v [mps], and the total system delay of the actuator of the rear axle is set as t rin , the in-phase requested force F of the rear axle is calculated using the following equation 6 dr . rin2 .

[0087]

[0088] In the movement control according to the second embodiment, the control forces F rl , F rr and the torque M as the operation parameters are determinedfh of each request value so that the request values of each movement parameter can be achieved, that is, the request roll moment M r and the in-phase request force F of the rear axle rin (or F rin2 ). Specifically, it is necessary to equally distribute the in-phase request force F of the rear axle rin (or F rin2 ) to the actuators 26RL and 26RR on the left and right of the rear axle 16R. The front-rear distribution of the request roll moment M r can be in any ratio. If the distribution ratio of the request roll moment M r to the front axle 16F is set as α, the request moment M for the active stabilizer 50 is calculated using the following Equation 7 fh . Moreover, the request force F for the actuator 26RL on the left side of the rear axle 16R is calculated using the following Equation 8 rl , and the request force F for the actuator 26RR on the right side of the rear axle 16R is calculated using the following Equation 9 rr .

[0089] M fh = αM r … Equation 7

[0090]

[0091]

[0092] In the movement control according to the second embodiment, the active stabilizer 50 is controlled so that the request moment M is generated by the vertical control forces applied to the left and right wheels 14FL and 14FR of the front axle 16F in antiphase fh . At the same time, the actuator 26RL is controlled so that the vertical control force applied to the left rear wheel 14RL becomes the request force (first request force) F rl , and the actuator 26RR is controlled so that the vertical control force applied to the right rear wheel 14RR becomes the request force (second request force) F rr .

[0093] By performing the movement control as described above, the request roll moment M r and the in-phase request force F of the rear axle rin (or F rin2 ) can be achieved, and the desired movement of the vehicle 10 can be realized. Especially when using the in-phase request force F of the rear axle rin as the request value of the movement parameter, the up and down movement of the rear axle 16R can be reduced to improve the comfort of the occupants near the rear axle 16R. On the other hand, when using the in-phase request force F of the rear axle rin2In the case of a request value as a movement parameter, by eliminating pitch and leaving roll, it is possible to reduce the discomfort and sense of disharmony of the occupant through natural movements. In addition, by reducing the distribution ratio α to the front axle 16F and increasing the distribution ratios of the left and right actuators 26RL and 26RR to the rear axle 16R, it is also possible to prevent the output of the active stabilizer 50 from being insufficient with respect to the request. That is, by appropriately setting the distribution ratio α, the controllable range can be expanded.

[0094] 2-2. Vehicle movement control device

[0095] Next, use Figure 5 to describe the movement control device for performing the above-mentioned movement control. Figure 5 Fig. shows the structure of the vehicle 10 equipped with the movement control device of the vehicle according to the second embodiment. Among them, in Figure 5 the same reference numerals are given to the elements common to the first embodiment shown in Figure 2 The description of the elements of the vehicle 10 shown in Figure 5 that have already been described in the first embodiment is simplified or omitted.

[0096] As Figure 5 shown, the vehicle 10 includes a suspension 20FL that suspends the left front wheel 14FL from the vehicle body 12, a suspension 20FR that suspends the right front wheel 14FR from the vehicle body 12, a suspension 20RLA that suspends the left rear wheel 14RL from the vehicle body 12, and a suspension 20RRA that suspends the right rear wheel 14RR from the vehicle body 12. As described above, the left and right suspensions 20RLA and 20RRA of the rear axle 16R are active suspensions (fully active suspensions), and the left and right suspensions 20FL and 20FR of the front axle 16F are passive suspensions.

[0097] The left and right suspensions 20FL and 20FR of the front axle 16F as passive suspensions include springs 22FL and 22FR and shock absorbers 24FL and 24FR. The left and right suspensions 20RLA and 20RRA of the rear axle 16R as active suspensions further include actuators 26RL and 26RR in addition to springs 22RL and 22RR and shock absorbers 24RL and 24RR. The actuators 26RL and 26RR are provided between the vehicle body 12 and the piston rods of the shock absorbers 24RL and 24RR. The actuators 26RL and 26RR are configured to generate an up-and-down control force between the vehicle body 12 and the left and right wheels 14RL and 14RR of the rear axle 16R in a hydraulic or electromagnetic manner.

[0098] Vehicle 10 is equipped with an active stabilizer 50 at the front axle 16F. The active stabilizer 50 includes a left stabilizer bar 52L, a right stabilizer bar 52R, and an electric actuator 54. The left stabilizer bar 52L is connected to the suspension 20FL of the left front wheel 14FL. The right stabilizer bar 52R is connected to the suspension 20FR of the right front wheel 14FR. The electric actuator 54 connects the left stabilizer bar 52L and the right stabilizer bar 52R so as to be relatively rotatable. The active stabilizer 50 is configured to generate a roll moment in a direction corresponding to the rotation direction of the front axle 16F by relatively rotating the left stabilizer bar 52L and the right stabilizer bar 52R by the electric actuator 54.

[0099] The controller 30 is connected to the actuators 26RL, 26RR and the electric actuator 54 of the active stabilizer 50 via an in-vehicle network. In the second embodiment, by executing the motion control program included in the program 36 by the processor 32, the motion control described in "2-1. Vehicle Motion Control" can be realized. Accordingly, a request force in the vertical direction acting between the vehicle body 12 and the wheels 14RL, 14RR is given to the actuators 26RL, 26RR from the controller 30 as an operation signal. In addition, a request torque generated at the front axle 16F is given to the electric actuator 54 from the controller 30 as an operation signal.

[0100] Figure 6 It is a flowchart showing the motion control executed by the controller 30 when the processor 32 executes the motion control program. First, in step S21, the controller 30 calculates a requested value of a motion parameter based on the physical quantities related to the motion of the vehicle 10 measured by the sensor group 40. The requested values of the motion parameters calculated in the second embodiment are the requested roll moment M r and the rear axle in-phase request force F rin (or F rin2 ).

[0101] In step S22, the controller 30 transforms the requested roll moment M r and the rear axle in-phase request force F rin (or F rin2 ) into the request forces F rl , F rr for the actuators 26RL, 26RR and the requested torque M fh for the active stabilizer 50. Equations 7 to 9 are used in this transformation.

[0102] In step S23, the controller 30 controls the actuator 26RR of the right side suspension 20RRA of the rear axle 16R based on the request force F rr . At the same time, the controller 30 controls the actuator 26RL of the left side suspension 20RLA of the rear axle 16R based on the request force F rl . In addition, at the same time, the controller 30 is based on the requested torque Mfh to control the electric actuator 54 of the active stabilizer 50.

[0103] By performing movement control including the above steps by the controller 30, the desired movement expressed by the requested roll moment M r and the in-phase requested force F of the rear axle rin (or F rin2 ) can be achieved in the vehicle 10.

[0104] 3. Third Embodiment

[0105] 3-1. Vehicle Movement Control

[0106] Use Figure 7 to explain the movement control related to the third embodiment. Figure 7 represents a vehicle movement model for explaining the movement control related to the third embodiment. In Figure 7 The shown movement model illustrates the movement parameters to be controlled and the operation parameters for controlling the movement parameters in the third embodiment.

[0107] In Figure 7 In the movement model of the vehicle 10 shown, the suspensions 20RLA and 20RRA that respectively suspend the left and right wheels 14RL and 14RR of the rear axle (the first axle) are configured as active suspensions. Specifically, the suspensions 20RRA and 20RLA are so-called fully active suspensions that can actively apply a vertical control force between the wheels 14RR and 14RL and the vehicle body 12 using the actuators 26RR and 26RL. The suspensions 20FL and 20FR that respectively suspend the left and right wheels 14FL and 14FR of the front axle (the second axle) are general suspensions without actuators, that is, non-active suspensions.

[0108] In the movement control related to the third embodiment, the control force F applied to the left rear wheel 14RL by the actuator (the first actuator) 26RL rl is used as an operation parameter. In addition, the control force F applied to the right rear wheel 14RR by the actuator (the second actuator) 26RR rr is also used as an operation parameter. That is, in the movement control related to the third embodiment, only the vertical control forces F rl 、F rr applied to the left and right of the rear axle are used as operation parameters.

[0109] As also explained in the first embodiment, in the control related to the movement of the vehicle 10, various forces and torques are required according to its purpose. However, in Figure 7In the movement model shown, no degree of freedom is given in the vertical direction of the front axle. Therefore, in the movement control according to the third embodiment, the requested values related to the movement mode control, that is, the requested lift and the requested pitching moment in the requested values of the three center-of-gravity modes, are zero. In addition, the requested force in phase of the front axle is also zero. And for simplicity, the requested forces in the vertical direction acting on each wheel are aggregated into the requested force in phase or the requested force out of phase of the front axle or the rear axle.

[0110] By organizing the requested values of the movement parameters as described above, thus in Figure 7 the movement model shown, the requested force in phase of the rear axle F rin and the requested roll moment M calculated using the following Equation 10 r can be used as the requested values of the movement parameters.

[0111]

[0112] In addition, regarding the force in phase acting on the rear axle (specifically, the force in phase acting on the left and right wheels of the rear axle), vibration damping can be performed only through feedforward control and feedback control. However, in this case, although the vibration is reduced, pitching still remains. In view of this, if reducing pitching is prioritized, it is also possible to perform control to reduce pitching while leaving undulation. The requested force in phase of the rear axle in this case is defined as F rin2 .

[0113] The requested force in phase of the rear axle F rin is calculated in such a way that the force in phase acting on the rear axle is canceled by the requested force in phase of the rear axle F rin2 , the same activity as that of the left and right wheels of the front axle in phase is added to the rear axle, and the requested torque related to the control of the pitching amount in the sprung mass feedback control is borne entirely by the rear axle. Here, for example, it is considered to reproduce the activity in phase of the left and right wheels of the front axle in a feedforward manner and increase the control of the pitching amount in the sprung mass feedback control as feedback control. Based on such consideration, when the unsprung displacement caused by the activity in phase of the left and right wheels of the front axle is Z 1fin , the suspension stiffness under the activity in phase of the left and right wheels of the rear axle is K rin , the wheelbase is l [m], the vehicle speed is v [mps], and the total system delay of the actuator of the rear axle is t dr , the requested force in phase of the rear axle F rin2 is calculated using the following Equation 11.

[0114]

[0115] In the movement control according to the third embodiment, the control forces F rl , F rrThe respective requested values so that the requested values of the respective movement parameters can be achieved, that is, the requested roll moment M r and the in-phase requested force F of the rear axle rin (or F rin2 ). Specifically, it is necessary to equally distribute the in-phase requested force F of the rear axle rin (or F rin2 ) to the left and right actuators 26RL and 26RR of the rear axle 16R. In addition, it is necessary to fully distribute the requested roll moment M r to the rear axle 16R. According to these conditions, the requested force F rl for the left actuator 26RL of the rear axle 16R is calculated using the following formula 12, and the requested force F

[0116] for the right actuator 26RR of the rear axle 16R is calculated using the following formula 13 rr .

[0117]

[0118]

[0119] In the movement control according to the third embodiment, the actuator 26RL is controlled so that the vertical control force applied to the left rear wheel 14RL becomes the requested force (first requested force) F rl , and the actuator 26RR is controlled so that the vertical control force applied to the right rear wheel 14RR becomes the requested force (second requested force) F rr .

[0120] By performing the movement control as described above, the requested roll moment M r and the in-phase requested force F of the rear axle rin (or F rin2 ) can be achieved, and the desired movement of the vehicle 10 can be achieved. Especially when using the in-phase requested force F of the rear axle rin as the requested value of the movement parameter, the up and down movement of the rear axle 16R can be reduced to improve the comfort of the occupants near the rear axle 16R. On the other hand, when using the in-phase requested force F of the rear axle rin2 as the requested value of the movement parameter, by canceling the pitch and leaving the undulation, the discomfort and incoordination of the occupants can be reduced through natural movements

[0121] 3-2. Vehicle movement control device

[0122] Next, a movement control device for performing the above movement control will be described using Figure 8 . Figure 8 Fig. shows the structure of the vehicle 10 equipped with the vehicle movement control device according to the third embodiment. Among them, in Figure 8Among them, for the Figure 2 elements common to the first embodiment shown, common reference numerals are assigned. Simplify or omit the description of the elements of the vehicle 10 shown in Figure 8 that have already been described in the first embodiment.

[0123] As Figure 8 shown, the vehicle 10 includes a suspension 20FL that suspends the left front wheel 14FL from the vehicle body 12, a suspension 20FR that suspends the right front wheel 14FR from the vehicle body 12, a suspension 20RLA that suspends the left rear wheel 14RL from the vehicle body 12, and a suspension 20RRA that suspends the right rear wheel 14RR from the vehicle body 12. As described above, the left and right suspensions 20RLA and 20RRA of the rear axle 16R are active suspensions (fully active suspensions), and the left and right suspensions 20FL and 20FR of the front axle 16F are passive suspensions.

[0124] The left and right suspensions 20FL and 20FR of the front axle 16F as passive suspensions include springs 22FL and 22FR and dampers 24FL and 24FR. The left and right suspensions 20RLA and 20RRA of the rear axle 16R as active suspensions further include actuators 26RL and 26RR in addition to springs 22RL and 22RR and dampers 24RL and 24RR. The actuators 26RL and 26RR are provided between the vehicle body 12 and the piston rods of the dampers 24RL and 24RR. The actuators 26RL and 26RR are configured to generate a vertical control force between the vehicle body 12 and the left and right wheels 14RL and 14RR of the rear axle 16R in a hydraulic or electromagnetic manner.

[0125] The controller 30 is connected to the actuators 26RL and 26RR through an in-vehicle network. In the third embodiment, by executing the behavior control program included in the program 36 by the processor 32, the behavior control described in "3-1. Vehicle Behavior Control" can be realized. Accordingly, a vertical request force acting between the vehicle body 12 and the wheels 14RL and 14RR is given to the actuators 26RL and 26RR from the controller 30 as an operation signal.

[0126] Figure 9 is a flowchart of the behavior control executed by the controller 30 when the processor 32 executes the behavior control program. First, in step S31, the controller 30 calculates a request value of a behavior parameter based on the physical quantities related to the behavior of the vehicle 10 measured by the sensor group 40. The request value of the behavior parameter calculated in the third embodiment is the request roll moment M r and the rear axle in-phase request force F rin (or F rin2 ).

[0127] In step S32, the controller 30 sets the request roll moment Mr and the in-phase request force F for the rear axle rin (or F rin2 ) is transformed into the request forces F for the actuators 26RL and 26RR rl 、F rr . Equations 12 and 13 are used in this transformation.

[0128] In step S33, the controller 30 controls the actuator 26RR of the right suspension 20RRA of the right side of the rear axle 16R based on the request force F rr . At the same time, the controller 30 controls the actuator 26RL of the left suspension 20RLA of the left side of the rear axle 16R based on the request force F rl .

[0129] By performing the attitude control including the above steps by the controller 30, the desired attitude expressed by the request roll moment M r and the in-phase request force F for the rear axle rin (or F rin2 ) can be achieved in the vehicle 10.

[0130] 4. Fourth Embodiment

[0131] Figure 10 FIG. shows the structure of a vehicle equipped with the attitude control device of the vehicle according to the fourth embodiment of the present disclosure. Among them, in Figure 10 , the same reference numerals are assigned to the elements common to those shown in Figure 2 the first embodiment. The description of the elements of the vehicle 10 shown in Figure 10 that have already been described in the first embodiment is simplified or omitted.

[0132] As Figure 10 shown, the vehicle 10 includes a suspension 20FL that suspends the left front wheel 14FL from the vehicle body 12, a suspension 20FRA that suspends the right front wheel 14FR from the vehicle body 12, a suspension 20RL that suspends the left rear wheel 14RL from the vehicle body 12, and a suspension 20RR that suspends the right rear wheel 14RR from the vehicle body 12. In the fourth embodiment, only the right suspension 20FRA of the front axle 16F is an active suspension (fully active suspension), and the other suspensions 20FL, 20RL, and 20RR are non-active suspensions.

[0133] The suspensions 20FL on the left side of the front axle 16F and the suspensions 20RL and 20RR on the rear axle 16R, which are non-active suspensions, include springs 22FL, 22RL, 22RR and dampers 24FL, 24RL, 24RR. The suspension 20FRA on the right side of the front axle 16F, which is an active suspension, further includes an actuator 26FR in addition to the spring 22FR and the damper 24FR. The actuator 26FR is disposed between the vehicle body 12 and the piston rod of the damper 24FR. The actuator 26FR is configured to generate a vertical control force between the vehicle body 12 and the right front wheel 14FR in a hydraulic or electromagnetic manner.

[0134] In the fourth embodiment, the in-wheel motors 60RL and 60RR are provided on the left and right wheels 14RL and 14RR of the rear axle 16R of the vehicle 10. The in-wheel motors 60RL and 60RR can be, for example, a direct drive type or a gear reduction type. Through the geometry of the suspension 20RL, the braking force or driving force acting on the left rear wheel 14RL from the in-wheel motor 60RL generates a vertical control force between the left rear wheel 14RL and the vehicle body 12. That is, the in-wheel motor 60RL acts as a first actuator for imparting a vertical control force to the left rear wheel 14RL. In addition, through the geometry of the suspension 20RR, the braking force or driving force acting on the right rear wheel 14RR from the in-wheel motor 60RR generates a vertical control force between the right rear wheel 14RR and the vehicle body 12. That is, the in-wheel motor 60RR acts as a second actuator for imparting a vertical control force to the right rear wheel 14RR.

[0135] In the behavior control according to the fourth embodiment, the vertical control forces respectively imparted by the in-wheel motors 60RL and 60RR on the left and right of the rear axle 16R and the vertical control force imparted by the actuator 26FR on the right side of the front axle 16F can be used as operation parameters. Since these three vertical control forces can be independently controlled, similar to the behavior control device according to the first embodiment, it is possible to control all of the roll, pitch, and heave of the vehicle 10. In the behavior control according to the fourth embodiment, in order to achieve the requested values of the three center-of-gravity modes, that is, the requested roll moment M r , the requested pitch moment M p and the requested lift F h , the above three control forces are determined.

[0136] The controller 30 is connected to the in-wheel motors 60RL, 60RR and the actuator 26FR via an in-vehicle network. An operation signal is given from the controller 30 to the in-wheel motors 60RL, 60RR as a requested force in the vertical direction acting between the left and right wheels 14RL, 14RR of the vehicle body 12 and the rear axle 16R. An operation signal is given from the controller 30 to the actuator 26FR as a requested force in the vertical direction acting between the vehicle body 12 and the right wheel 14FR of the front axle 16F. In the behavior control according to the fourth embodiment, by executing the behavior control program included in the program 36 by the processor 32, the control of the three center-of-gravity modes using the in-wheel motors 60RL, 60RR and the actuator 26FR can be achieved.

[0137] 5. Other Embodiments

[0138] In the first embodiment, the left suspension instead of the right suspension of the front axle 16F can be designed as an active suspension. Additionally, the left and right suspensions of the front axle 16F can be designed as active suspensions, and one-sided suspension of the rear axle 16R can be designed as an active suspension.

[0139] In the second embodiment, the left and right suspensions of the front axle 16F can be designed as active suspensions, the left and right suspensions of the rear axle 16R can be designed as non-active suspensions, and an active stabilizer can be provided for the rear axle 16R. Among them, the advantage of designing the left and right suspensions of the rear axle 16R as active suspensions is significant in terms of the comfort of rear seat occupants, and there is also the advantage that preview control can be achieved.

[0140] In the third embodiment, the left and right suspensions of the front axle 16F can be designed as active suspensions, and the left and right suspensions of the rear axle 16R can be designed as non-active suspensions. Among them, the advantage of designing the left and right suspensions of the rear axle 16R as active suspensions is significant in terms of the comfort of rear seat occupants, and there is also the advantage that preview control can be achieved. Moreover, in terms of mountability and thermal damage, it is also preferable to design the left and right suspensions of the rear axle 16R as active suspensions.

[0141] In the second and third embodiments, the suspensions 20RLA, 20RRA of the rear axle 16R can be designed as non-active suspensions, and instead, in-wheel motors 60RL, 60RR as in the fourth embodiment can be provided.

[0142] In the first to fourth embodiments, the active suspension mounted on the vehicle 10 may be a so-called semi-active suspension that generates a control force in the vertical direction by varying the coefficients of the spring and damping force. Additionally, in the case of the first embodiment, the suspension 20FRA of the front axle 16F may be designed as a fully active suspension, and the suspensions 20RLA and 20RRA of the rear axle 16R may be designed as semi-active suspensions. Conversely, the suspension 20FRA of the front axle 16F may be designed as a semi-active suspension, and the suspensions 20RLA and 20RRA of the rear axle 16R may be designed as fully active suspensions.

Claims

1. A movement control device for a vehicle, characterized in that, Comprising: A first actuator configured to apply a vertical control force to the left wheel of a first axle among the front axle and the rear axle of the vehicle; A second actuator configured to operate independently of the first actuator and configured to apply a vertical control force to the right wheel of the first axle; A third actuator configured to operate independently of the first actuator and the second actuator and apply a vertical control force to a third wheel which is one of the front axle and the rear axle and different from the first axle; And A controller The controller is configured to: Calculate a requested roll moment, a requested pitch moment, and a requested lift acting on the center of gravity of the vehicle as requested values of movement parameters representing the movement of the vehicle, and transform the requested values of the movement parameters into a first requested force for the first actuator, a second requested force for the second actuator, and a third requested force for the third actuator, control the first actuator so that the vertical control force applied to the left wheel of the first axle becomes the first requested force, control the second actuator so that the vertical control force applied to the right wheel of the first axle becomes the second requested force, and control the third actuator so that the vertical control force applied to the third wheel becomes the third requested force, and there is no actuator for applying a vertical control force to the wheels of the left and right wheels of the second axle that are different from the third wheel.

2. The vehicle movement control device according to claim 1, wherein The first actuator and the second actuator are actuators of the same type, The third actuator is an actuator of the same type as the first actuator and the second actuator.

3. The vehicle movement control device according to claim 1, wherein The first actuator and the second actuator are actuators of the same type, The third actuator is an actuator of a different type from the first actuator and the second actuator.

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