Vehicle control device and vehicle control method

Abstract

The vehicle control device according to the present application, in one mode thereof, acquires, within a controllable range of displacement of an actuator that performs posture control including roll control and pitch control, a target posture characteristic including a target roll angle and a target pitch angle or a target posture characteristic indicating a target displacement of the actuator, which suppresses a load applied to an occupant for an arbitrary combination of a longitudinal acceleration and a lateral acceleration, based on the target posture characteristic and a detected combination of the longitudinal acceleration and the lateral acceleration, calculates a target posture command based on the target posture command, and performs the posture control based on the target posture command. Thus, even in a situation in which roll and pitch are combined, it is possible to improve ride comfort as much as possible.

Description

Technical Field

[0001] This invention relates to a vehicle control device and a vehicle control method. Background Technology

[0002] The vehicle integrated control device of Patent Document 1 includes: a first target value generation unit that obtains the target motion amount of a control axis related to the driving task of the vehicle and generates at least one motion parameter, namely a first motion parameter; a second target value generation unit that generates a second motion parameter different from the first motion parameter based on the first motion parameter in a manner that optimizes the perceptual index; a limit generation unit that generates a motion limit amount of the second motion parameter based on the first motion parameter and the operating range of the actuator; a final target generation unit that corrects the second motion parameter based on the motion limit amount; and an operation amount allocation unit that determines the operation amount of the actuator based on the first motion parameter and the second motion parameter corrected by the final target generation unit.

[0003] Existing technical problems

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2022-183594 Summary of the Invention

[0006] The technical problem that the invention aims to solve

[0007] However, in order to reduce the load on the vehicle occupants and improve ride comfort, when controlling the vehicle's roll and pitch, the combined effect of roll and pitch creates a control range that exceeds the displacement capability of the actuators controlling roll and pitch. This restricts the actuator's movement and may actually worsen ride comfort.

[0008] Therefore, the object of the present invention is to provide a vehicle control device and vehicle control method that can maximize ride comfort even under conditions of combined roll and pitch.

[0009] Technical solutions for solving technical problems

[0010] In one embodiment of the vehicle control device of the present invention, within the controllable displacement range of an actuator that performs attitude control including roll control and pitch control, stored in a storage unit, a target attitude angle including a target roll angle and a target pitch angle, representing a target displacement of the actuator, for any combination of front-to-rear acceleration and lateral acceleration, suppressing the load applied to the occupant, is obtained. A target attitude command is calculated based on the target attitude characteristic and the detected combination of front-to-rear acceleration and lateral acceleration, and attitude control is performed based on the target attitude command.

[0011] In another embodiment, the vehicle control method of the present invention is a vehicle control method executed by a control unit mounted on a vehicle. When the vehicle is experiencing lateral acceleration, or when the vehicle is experiencing increased longitudinal acceleration, the method does not perform pitch control of the vehicle for a predetermined time, but only performs roll control of the vehicle.

[0012] Invention Effects

[0013] According to the present invention, even under conditions of combined roll and pitch, ride comfort can be maximized. Attached Figure Description

[0014] Figure 1 This is a structural diagram representing the vehicle control system.

[0015] Figure 2 This is a function block diagram of the vehicle control device that performs vehicle posture control.

[0016] Figure 3 It is a line graph representing a way of mapping the target's pitch angle.

[0017] Figure 4 It is a line graph representing a way of mapping the target's roll angle.

[0018] Figure 5 This is a line graph illustrating the variation of occupant torque with respect to pitch and roll angles.

[0019] Figure 6 This is a line graph illustrating the variation of occupant torque with respect to pitch and roll angles.

[0020] Figure 7 This is a timing diagram illustrating the action of posture control in the implementation method.

[0021] Figure 8 This is a function block diagram of a vehicle control device that sets the target displacement of the actuator.

[0022] Figure 9 It is a line graph representing a method of calculating the pitch control mapping for the target travel amount.

[0023] Figure 10 It is a line graph representing one way to calculate the roll control mapping for the target stroke.

[0024] Figure 11 This is a line graph illustrating the difference in target attitude angles based on wheelbase and track width.

[0025] Figure 12 This is a line graph illustrating the difference in target attitude angles based on wheelbase and track width.

[0026] Figure 13This is a flowchart representing the selection process for target pose characteristics corresponding to manual mode selection.

[0027] Figure 14 This is a flowchart representing the selection process of target posture characteristics corresponding to occupant identification. Detailed Implementation

[0028] Hereinafter, embodiments of the vehicle control device and vehicle control method of the present invention will be described with reference to the accompanying drawings.

[0029] Figure 1 This is a block diagram representing one aspect of the vehicle control system 200 mounted on the vehicle 100.

[0030] Vehicle 100 is a four-wheeled automobile with a pair of front wheels 101 and 102 on the left and right and a pair of rear wheels 103 and 104 on the left and right.

[0031] The vehicle control system 200 is a system that implements vehicle posture control function, which actively controls the posture of the vehicle 100, specifically the tilt and pitch functions, to suppress the load applied to the occupants of the vehicle 100 and improve occupant comfort.

[0032] The vehicle control system 200 includes an acceleration sensor 400, a vehicle control device 500, and an active suspension 600.

[0033] The accelerometer 400 outputs measurement signals of the vehicle 100's front-to-back acceleration αx and lateral acceleration αy.

[0034] The active suspension 600 is a method of performing attitude control by actuators, including roll control and pitch control of the vehicle 100.

[0035] The active suspension 600 is a suspension device that can independently and actively control the suspension travel for each wheel 101-104, and has a hydraulic, electromagnetic or electro-electric actuator 610A-610D for each wheel 101-104.

[0036] The active suspension 600 can control the roll and pitch of the vehicle 100 by individually controlling the actuators 610A-610D.

[0037] In addition, the active suspension 600 is equipped with travel sensors 611A-611D that detect the amount of travel (in other words, displacement) of the suspension at each wheel 101-104.

[0038] The vehicle control unit 500 includes a microcomputer 510 as a control unit, whose output is the result calculated based on the acquired information.

[0039] The microcomputer 510 has an MPU (Microprocessor Unit), ROM (Read Only Memory), RAM (Random Access Memory), etc. (illustrated but not shown).

[0040] In addition, the microcomputer 510 can also be called MCU (Micro Controller Unit), processor, processing device, computing device, etc.

[0041] The microcomputer 510 of the vehicle control device 500 has an acceleration detection unit as a functional structure. This acceleration detection unit acquires the measurement signal output by the acceleration sensor 400 and detects the front-to-back acceleration αx and lateral acceleration αy of the vehicle 100.

[0042] Furthermore, the acceleration detection unit of the microcomputer 510 can also estimate the front-to-back acceleration αx and the lateral acceleration αy based on the motion state of the vehicle 100.

[0043] Furthermore, the microcomputer 510, through calculations based on the front-to-rear acceleration αx and lateral acceleration αy of the vehicle 100, outputs control commands to activate the active suspension 600, thereby controlling the roll and pitch of the vehicle 100 to reduce the load applied to the occupants.

[0044] In other words, the microcomputer 510 is a control unit mounted on the vehicle 100 that executes vehicle control methods to control the tilt and pitch of the vehicle 100.

[0045] Figure 2 This is a block diagram representing one way in which the vehicle posture control function of the microcomputer 510 is represented.

[0046] The microcomputer 510 is a functional unit for vehicle posture control, and includes a target posture calculation unit 520 and a posture control unit 530.

[0047] The target posture calculation unit 520 obtains the detection values ​​of the front-to-rear acceleration αx and lateral acceleration αy of the vehicle 100 from the acceleration sensor 400, and outputs the signal of the target travel amount of each wheel in the active suspension 600 as the target posture command.

[0048] The attitude control unit 530 obtains the target travel signal from the target attitude calculation unit 520 and outputs control signals to the actuators 610A-610D of the active suspension 600, thereby performing attitude control of the vehicle 100, including roll control and pitch control.

[0049] The target attitude calculation unit 520 includes a target attitude angle calculation unit 521, which includes a target pitch angle calculation unit 521A for calculating the target pitch angle θxtg[deg] and a target roll angle calculation unit 521B for calculating the target roll angle θytg[deg]. That is, the target attitude angle calculation unit 521 calculates the target attitude angle including the target pitch angle θxtg and the target roll angle θytg.

[0050] Here, the target pitch angle calculation unit 521A refers to the mapping of the target pitch angle stored for each combination of forward and backward acceleration αx and lateral acceleration αy, and retrieves the target pitch angle θxtg corresponding to the forward and backward acceleration αx and lateral acceleration αy at this time.

[0051] Similarly, the target roll angle calculation unit 521B refers to the target roll angle mapping stored for each combination of forward and backward acceleration αx and lateral acceleration αy, and retrieves the target roll angle θytg corresponding to the forward and backward acceleration αx and lateral acceleration αy at that time.

[0052] That is, the target attitude angle calculation unit 521 uniquely determines the target attitude angle, i.e., the target pitch angle θxtg, and the target attitude angle, i.e., the target roll angle θytg, for the combination of the forward and backward acceleration αx and the lateral acceleration αy.

[0053] Therefore, the target pitch angle θxtg and target roll angle θytg can be set to optimal values ​​for each combination of front-to-back acceleration αx and lateral acceleration αy, so that the passenger comfort can be maximized even in situations where roll and pitch are generated in combination, such as when accelerating and decelerating in a curve.

[0054] The target pitch angle mapping referenced by the target pitch angle calculation unit 521A and the target roll angle mapping referenced by the target roll angle calculation unit 521B are pre-stored in the storage unit of the microcomputer 510, which is composed of non-volatile memory such as ROM.

[0055] That is, the target attitude angle calculation unit 521 obtains the target pitch angle mapping and the target roll angle mapping stored in the storage unit such as ROM as target attitude characteristics, and calculates the target attitude command based on the combination of the target pitch angle mapping, the target roll angle mapping and the detected forward and backward acceleration αx and lateral acceleration αy.

[0056] Furthermore, the target pitch angle calculation unit 521A and the target roll angle calculation unit 521B can calculate the target pitch angle θxtg and the target roll angle θytg based on functions with forward and backward acceleration αx and lateral acceleration αy as variables.

[0057] In this case, the functions used to calculate the target pitch angle θxtg and the target roll angle θytg are stored as a control program in the storage section of the microcomputer 510, such as in the ROM.

[0058] Figure 3 A way of representing the target pitch angle as a characteristic of the target's attitude.

[0059] The target pitch angle is mapped within the controllable range of displacement of the actuators 610A-610D of the active suspension 600, i.e., the variable range of the suspension travel. For any combination of front and rear acceleration αx and lateral acceleration αy, the target pitch angle θxtg that suppresses the load applied to the occupants of the vehicle 100 is uniquely determined as a characteristic value.

[0060] in addition, Figure 4 A way to represent the target tilt angle as a characteristic of the target's posture.

[0061] The target roll angle is mapped within the control range of the actuators 610A-610D of the active suspension 600. For any combination of front and rear acceleration αx and lateral acceleration αy, the target roll angle θytg that suppresses the load applied to the occupants of the vehicle 100 is uniquely determined as a characteristic value.

[0062] That is, the mapping of the target pitch angle and the target roll angle are set such that, for any combination of the front-to-rear acceleration αx and the lateral acceleration αy, the requirements for roll control and the requirements for pitch control are allocated within the control range of the displacement of the actuators 610A-610D of the active suspension 600, so as to minimize the load applied to the occupants.

[0063] Here, the mapping of the target pitch angle and the target roll angle are set to have the following characteristics: when the forward and backward acceleration αx is generated, as the lateral acceleration αy increases, the absolute value of the target pitch angle θxtg decreases, and the absolute value of the target roll angle θytg increases.

[0064] The target attitude angle setting characteristics are suitable for suppressing occupant torque in a typical vehicle 100 where the wheelbase is longer than the track width.

[0065] Furthermore, in special vehicles where the wheelbase is shorter than the track width, the opposite control characteristics are required.

[0066] The sine calculation unit 522A obtains the target pitch angle θxtg calculated by the target pitch angle calculation unit 521A, and calculates the sine of the target pitch angle θxtg (sin(θxtg)).

[0067] Then, the travel conversion unit 523A calculates the target travel amount Sptg[mm] of the suspension corresponding to the target pitch angle θxtg by multiplying the sine of the target pitch angle θxtg (sin(θxtg)) by the wheelbase L[mm] of the vehicle 100.

[0068] In addition, the sine calculation unit 522B obtains the target roll angle θytg calculated by the target roll angle calculation unit 521B, and calculates the sine of the target roll angle θytg (sin(θytg)).

[0069] Then, the travel conversion unit 523B calculates the target travel amount Srtg[mm] of the suspension, which is equivalent to the target roll angle θytg, by multiplying the sine of the target roll angle θytg (sin(θytg)) by the wheel track T[mm] of the vehicle 100.

[0070] The addition unit 524 adds the target stroke amount Sptg, which is used to achieve the target pitch angle θxtg, obtained by the stroke amount conversion unit 523A, to the target stroke amount Srtg, which is used to achieve the target roll angle θytg, obtained by the stroke amount conversion unit 523B, and calculates the final target stroke amount Stg for each wheel.

[0071] Furthermore, the addition unit 524 outputs the signal of the target travel amount Stg of each wheel to the attitude control unit 530.

[0072] The attitude control unit 530 has a deviation calculation unit 531, a load calculation unit 532, and a load / current conversion unit 533.

[0073] The deviation calculation unit 531 obtains the target stroke amount Stg signal from the addition unit 524 of the target posture calculation unit 520, and obtains the actual stroke amount Sac signal of each wheel from the stroke sensors 611A-611D.

[0074] Then, the deviation calculation unit 531 calculates the deviation ΔS between the target stroke amount Stg and the actual stroke amount Sac for each wheel.

[0075] The load calculation unit 532 calculates the required load for each actuator 610A-610D of the active suspension 600 by multiplying the deviation ΔS between the target stroke amount Stg and the actual stroke amount Sac calculated by the deviation calculation unit 531 by the control gain G.

[0076] The load / current conversion unit 533 refers to the conversion table and converts the signal of the required load of each actuator 610A-610D calculated by the load calculation unit 532 into the command value of the current to be provided to each actuator 610A-610D, in other words, the target current value.

[0077] Furthermore, the load / current conversion unit 533 outputs a control current corresponding to the target current value to the actuators 610A-610D of the active suspension 600.

[0078] The following details the matching process for the target attitude characteristics, in other words, the mapping of the target pitch angle and the target roll angle.

[0079] The target attitude characteristics are suitable for setting the target roll angle θytg and target pitch angle θxtg in any combination of the front-rear acceleration αx and lateral acceleration αy of the vehicle 100, so as to minimize the load (hereinafter referred to as occupant torque PM) applied to the occupants of the vehicle 100 within the controllable displacement range of the actuators 610A-610D of the active suspension 600.

[0080] It should be noted that the occupant moment PM includes the roll moment and pitch moment generated in the occupant due to the forces exerted on the occupant by the behavior of the vehicle 100.

[0081] Figure 5 and Figure 6 This diagram illustrates the method for determining the roll angle θy and pitch angle θx that minimize the occupant torque PM for any combination of the front-to-rear acceleration αx and lateral acceleration αy of vehicle 100.

[0082] Figure 5 This indicates how the occupant moment PM varies depending on the combination of the roll angle θy and the pitch angle θx, when the forward and backward acceleration αx is a specified value αx1 and the lateral acceleration αy is a specified value αy1.

[0083] Furthermore, according to Figure 5 When the forward and backward acceleration αx is a specified value αx1 and the lateral acceleration αy is a specified value αy1, within the controllable displacement range of actuators 610A-610D, the combination of roll angle θy and pitch angle θx that minimizes the occupant torque PM is determined.

[0084] same, Figure 6 This indicates that when the forward and backward acceleration αx is a specified value αx², and the lateral acceleration αy is a specified value αy², that is, when the combination of forward and backward acceleration αx and lateral acceleration αy is... Figure 5 The crew moment PM varies under different conditions due to the different combinations of roll angle θy and pitch angle θx.

[0085] Furthermore, according to Figure 6 When the forward and backward acceleration αx is a specified value αx2 and the lateral acceleration αy is a specified value αy2, within the controllable displacement range of actuators 610A-610D, find the combination of roll angle θy and pitch angle θx that minimizes the occupant torque PM.

[0086] In this way, the combination of roll angle θy and pitch angle θx that minimizes the occupant moment PM can be obtained by any combination of forward and backward acceleration αx and lateral acceleration αy.

[0087] Therefore, a target roll angle mapping with forward and backward acceleration αx and lateral acceleration αy as variables is generated and stored in the ROM of the microcomputer 510, so as to retrieve the roll angle θy that minimizes the occupant torque PM calculated by any combination of forward and backward acceleration αx and lateral acceleration αy as the target roll angle θytg.

[0088] Similarly, a mapping of the target pitch angle with forward and backward acceleration αx and lateral acceleration αy as variables is generated and stored in the ROM of the microcomputer 510, so as to retrieve the pitch angle θx that minimizes the crew torque PM obtained by any combination of forward and backward acceleration αx and lateral acceleration αy as the target pitch angle θxtg.

[0089] Furthermore, the target pitch angle calculation unit 521A and the target roll angle calculation unit 521B of the target attitude angle calculation unit 521 refer to the target pitch angle mapping and the target roll angle mapping stored in the ROM which serves as the storage unit, and calculate the target pitch angle θxtg and the target roll angle θytg that minimize the crew torque PM under the forward acceleration αx and lateral acceleration αy at this time.

[0090] Therefore, based on the vehicle posture control described above, even in scenarios where roll and pitch are generated by acceleration and deceleration while driving on curves, the occupant torque PM can be suppressed to the minimum, thereby improving occupant comfort.

[0091] For example, when a roll posture command based on lateral acceleration αy and a pitch posture command based on longitudinal acceleration αx are set respectively, in a scenario where roll and pitch are generated in combination, the required travel of the suspension based on the roll posture command and the required travel of the suspension based on the pitch posture command overlap, and thus the required travel value may exceed the variable range.

[0092] At this point, if the actual travel distance is limited to a variable range, there is a possibility that the vehicle's posture cannot be optimally controlled, resulting in an increase in the occupant torque PM, and thus an inability to stably ensure occupant comfort.

[0093] In contrast, based on the vehicle posture control described above, the target pitch angle θxtg and the target roll angle θytg are set based on the front-to-rear acceleration αx and the lateral acceleration αy, respectively. Therefore, in scenarios where roll and pitch are combined, the travel requirements of both roll and pitch can be allocated within a variable range, ensuring stable occupant comfort.

[0094] Figure 7This is a time series diagram showing the changes in the target pitch angle θxtg and the target roll angle θytg in a scenario where the target roll and pitch angles are combined.

[0095] Figure 7 The arrows in the timing diagram representing the change in pitch angle indicate the timing at which the absolute value of the target pitch angle θxtg, set based on the forward and backward acceleration αx and the lateral acceleration αy, decreases relative to the absolute value of the target pitch angle θxtg set based solely on the forward and backward acceleration αx.

[0096] on the other hand, Figure 7 The arrows in the timing diagram representing the change in roll angle indicate timing when the absolute value of the target roll angle θytg, set based on the forward and backward acceleration αx and the lateral acceleration αy, is greater than the absolute value of the target roll angle θytg, set based solely on the lateral acceleration αy.

[0097] Furthermore, by controlling the target pitch angle θxtg and target roll angle θytg according to the allocation of each combination of forward and backward acceleration αx and lateral acceleration αy, the crew moment PM is suppressed less compared to the case where the target pitch angle θxtg and target roll angle θytg are controlled separately by pitch / roll.

[0098] Here, Figure 7 The period from time t1 to time t2 is the situation where the vehicle 100 generates lateral acceleration αy and then increases as the vehicle 100 generates longitudinal acceleration αx.

[0099] Furthermore, between time t1 and time t2, the absolute value of the target pitch angle θxtg, which is set based on both the forward and backward acceleration αx and the lateral acceleration αy, decreases relative to the absolute value of the target pitch angle θxtg, which is set based solely on the forward and backward acceleration αx. Conversely, the absolute value of the target roll angle θytg, which is set based solely on the lateral acceleration αy, increases relative to the absolute value of the target roll angle θytg, which is set based solely on the lateral acceleration αy.

[0100] As a result, during the specified time from time t1 to time t2, pitch control and roll control are performed in pitch / roll control alone. In contrast, when the target pitch angle θxtg is set based on the forward and backward acceleration αx and the lateral acceleration αy, pitch control is generally not performed and only roll control is performed.

[0101] That is, the control characteristics from time t1 to time t2 become a unique control mode in the setting process of the target pitch angle θxtg and the target roll angle θytg based on the forward and backward acceleration αx and the lateral acceleration αy, implying that the target pitch angle θxtg and the target roll angle θytg are set based on the forward and backward acceleration αx and the lateral acceleration αy.

[0102] In addition, in vehicle attitude control, the microcomputer 510 can directly calculate the target travel amount Sptg, which is equivalent to the target pitch angle θxtg, and the target travel amount Srtg, which is equivalent to the target roll angle θytg, as the target attitude command, based on the front-to-rear acceleration αx and the lateral acceleration αy.

[0103] Figure 8 This is a function block diagram of a microcomputer 510 that directly calculates the target stroke amount Sptg and the target stroke amount Srtg of the actuator based on the forward and backward acceleration αx and the lateral acceleration αy.

[0104] In addition, Figure 8 In the middle, to and Figure 2 The same modules are labeled with the same reference numerals and detailed descriptions are omitted.

[0105] Target posture calculation unit 550 and Figure 2 Similarly, the target posture calculation unit 520 obtains the detection values ​​of the front-to-rear acceleration αx and lateral acceleration αy of the vehicle 100 from the acceleration sensor 400, and outputs the signal of the target travel amount Stg of each wheel in the active suspension 600 as the target posture command.

[0106] Here, the target attitude calculation unit 550 includes: a pitch control unit 551A, which directly calculates the target travel amount Sptg for pitch control based on the front-to-rear acceleration αx and the lateral acceleration αy; a roll control unit 551B, which directly calculates the target travel amount Srtg for roll control based on the front-to-rear acceleration αx and the lateral acceleration αy; and an adder unit 552, which adds the target travel amount Sptg and the target travel amount Srtg to calculate the final target travel amount Stg for each wheel.

[0107] The pitch control unit 551A refers to the pitch control mapping stored in a storage unit such as ROM (or based on a function stored in a storage unit such as ROM) and retrieves the target travel amount Sptg corresponding to the forward and backward acceleration αx and the lateral acceleration αy at this time.

[0108] Similarly, the roll control unit 551B refers to the roll control mapping stored in a storage unit such as ROM (or based on a function stored in a storage unit such as ROM) and retrieves the target stroke amount Srtg corresponding to the forward and backward acceleration αx and the lateral acceleration αy at this time.

[0109] Figure 9 This represents a method of pitch control mapping that uniquely determines the target displacement, i.e., the target stroke Sptg, of the actuator relative to the combination of forward and backward acceleration αx and lateral acceleration αy.

[0110] The target travel amount Sptg for each combination of forward and backward acceleration αx and lateral acceleration αy in the pitch control map is related to the... Figure 2 The target pitch angle calculation unit 521A, sine calculation unit 522A and stroke conversion unit 523A in the target attitude calculation unit 520 obtain the same value of target stroke amount Sptg.

[0111] That is, pitch control mapping is a combination of forward and backward acceleration αx and lateral acceleration αy input by... Figure 2 The target pitch angle calculation unit 521A, sine calculation unit 522A and stroke conversion unit 523A are used to map the target stroke amount Sptg.

[0112] Figure 10 This represents a method of roll control mapping that uniquely determines the target displacement, i.e., the target stroke amount Srtg, of the actuator relative to the combination of forward and backward acceleration αx and lateral acceleration αy.

[0113] The target stroke Srtg for each combination of the forward and backward acceleration αx and the lateral acceleration αy in the roll control map is related to the... Figure 2 The target roll angle calculation unit 521B, sine calculation unit 522B and stroke conversion unit 523B in the target attitude calculation unit 520 obtain the same value as the target stroke amount Srtg.

[0114] That is, the roll control mapping is based on the combined input of the forward and backward acceleration αx and the lateral acceleration αy, derived from... Figure 2 The target roll angle calculation unit 521B, the sine calculation unit 522B, and the stroke conversion unit 523B are used to map the target stroke amount Sptg.

[0115] Therefore, based on Figure 8 In the attitude control of the function block, the characteristics of the pitch angle θx and roll angle θy relative to the combination of forward and backward acceleration αx and lateral acceleration αy are also based on... Figure 2 The attitude control of the function blocks is the same. When generating forward and backward acceleration αx, as the lateral acceleration αy increases, the absolute value of the pitch angle θx decreases and the absolute value of the roll angle θy increases.

[0116] Moreover, based on Figure 8 In the posture control of the functional blocks, even under conditions of combined tilt and pitch, it can maximize ride comfort. Furthermore, compared to using... Figure 2 Compared to the control block situation, it can simplify control calculations.

[0117] However, even with the same track width, the pitch control effect increases if the wheelbase is shorter. In the case of vehicle 100 with a shorter wheelbase, the reduction effect of occupant torque PM can be maximized by making the pitch control amount larger than that of vehicle 100 with a longer wheelbase.

[0118] Therefore, in Figure 2 The mapping of the target pitch angle and the target roll angle in the control block are preferably adapted by considering vehicle information including the wheelbase and track width of vehicle 100.

[0119] Figure 11 and Figure 12 The example illustrates how different wheelbases result in different characteristics of the target pitch angle θxtg and the target roll angle θytg.

[0120] also, Figure 11 The example is suitable for mapping the target pitch angle and the target roll angle of a vehicle with a track width of 1500mm and a wheelbase of 2700mm. Figure 12 The example is suitable for mapping the target pitch angle and the target roll angle of a vehicle 100 with a track width of 1500mm and a wheelbase of 1500mm.

[0121] Will Figure 12 The absolute value of the target pitch angle θxtg in the short-wheelbase vehicle 100 shown is set to be more than Figure 11 The target pitch angle θxtg in the long-wheelbase vehicle 100 shown has a large absolute value.

[0122] In this way, by changing the absolute value of the target pitch angle θxtg relative to the combination of front-to-rear acceleration αx and lateral acceleration αy according to the wheelbase length, i.e. the pitch control quantity, the occupant torque PM can be minimized in a short-wheelbase vehicle 100 where the pitch control effect is greater.

[0123] However, the microcomputer 510 has target attitude characteristics such as mapping of various target roll angles and target pitch angles, and can select from multiple target attitude characteristics and obtain the target attitude characteristics corresponding to the control mode of the vehicle 100.

[0124] That is, the pitch and roll structure is not limited to a method that minimizes the occupant moment PM relative to the combination of the front-to-back acceleration αx and the lateral acceleration αy. The microcomputer 510 can select the target posture characteristics from control characteristics that minimize the occupant moment PM and control characteristics that allow the occupant moment PM to a certain extent, depending on the control mode of the vehicle 100.

[0125] Figure 13 It is a flowchart representing a method for selecting and processing the target posture characteristics corresponding to the control mode.

[0126] also, Figure 13 The target attitude characteristics selection process shown in the flowchart is as follows: There are three combinations of target roll angle mapping and target pitch angle mapping (mapping (A), mapping (B), mapping (C)). The crew manually selects the control mode and switches between these three combinations of mappings to set the target pitch angle θxtg and the target roll angle θytg.

[0127] In addition, control modes include driving modes such as autonomous driving mode, sport mode, and comfort mode.

[0128] In step S801, the microcomputer 510 determines whether the AD (Autonomous Driving) mode switch for enabling autonomous driving of the vehicle 100 is activated, that is, whether the driver, as a passenger of the vehicle 100, has selected the autonomous driving mode.

[0129] Here, when the AD mode switch is turned on and the vehicle 100 is driven automatically, the microcomputer 510 enters step S802.

[0130] In step S802, the microcomputer 510 selects mapping (A) from three combinations of mapping of the target roll angle and mapping of the target pitch angle.

[0131] Mapping (A) is the optimal combination of the three combinations of target roll angle mapping and target pitch angle mapping in autonomous driving. In other words, it is the optimal roll / pitch control characteristic in autonomous driving, such as the combination of mappings that can minimize occupant moment PM.

[0132] On the other hand, when the AD mode switch is off and the vehicle 100 is not driven automatically but manually, i.e. when the driver selects the manual driving mode, the microcomputer 510 proceeds to step S803.

[0133] In step S803, the microcomputer 510 determines whether the switch for driving mode A in manual driving is turned on, that is, whether the driver has selected manual driving under driving mode A.

[0134] Then, when the driving mode A switch is turned on and the driver selects to implement vehicle control according to the driving mode A control mode, the microcomputer 510 enters step S804 and selects mapping (B) from the combination of three target roll angle mappings and target pitch angle mappings.

[0135] In addition, vehicle control under the control mode of driving mode A includes control of the gear shift pattern, etc.

[0136] In addition, if the driving mode A switch is turned off and vehicle control under driving mode A is not implemented, in other words, if the driver does not select driving mode A but selects the default driving mode, such as normal mode, the microcomputer 510 enters step S805 and selects the mapping (C) in the combination of three target roll angle mappings and target pitch angle mappings.

[0137] Here, driving mode A is, for example, sport mode, comfort mode, etc., and mapping (B) is the combination of the three combinations that best suits driving mode A: target roll angle mapping, target pitch angle mapping, etc.

[0138] For example, if driving mode A is sport mode, then the mapping that allows for greater occupant torque is set to the mapping (B) selected in driving mode A, compared to the mapping selected in normal mode.

[0139] Additionally, if driving mode A is comfort mode, then the mapping that can suppress occupant torque less will be set to the mapping selected in driving mode A (B) compared to the mapping selected in normal mode.

[0140] That is, the microcomputer 510 selects and obtains the control mode, or driving mode, selected by the occupant through the operation of the AD mode switch, the driving mode A switch, etc., and the target posture characteristics corresponding to the driving mode, that is, the combination of the target roll angle mapping and the target pitch angle mapping.

[0141] Then, by selecting the target posture characteristics, vehicle posture control is implemented in accordance with the occupants' preferences and the driving environment.

[0142] Furthermore, the selection of target posture characteristics is not limited to the selection of control mode manually performed by the occupant. The microcomputer 510 can automatically select target posture characteristics based on the determination result of control mode based on the identification results of the occupant, driving environment, etc.

[0143] Figure 14 This is a flowchart representing the automatic switching process of mapping based on occupant identification results.

[0144] In step S811, the microcomputer 510 identifies, for example, which of the many individuals pre-registered is the occupant of the vehicle 100 based on a facial image of the occupant captured by a camera installed inside the vehicle 100, such as the driver sitting in the driver's seat.

[0145] Next, in step S812, the microcomputer 510 determines whether the identified occupant is the pre-registered occupant A.

[0146] Here, when the occupant of vehicle 100 is occupant A, in other words, in the control mode targeting occupant A, microcomputer 510 enters step S813 and selects a pre-registered mapping (A) suitable for occupant A as the mapping for vehicle posture control, i.e., the target posture characteristic.

[0147] On the other hand, if the occupant of vehicle 100 is not occupant A, microcomputer 510 determines in step S814 whether the identified occupant is the pre-registered occupant B.

[0148] Then, when the occupant of vehicle 100 is occupant B, in other words, in the control mode targeting occupant B, microcomputer 510 enters step S815 and selects a pre-registered mapping (B) suitable for occupant B as the mapping for vehicle posture control, i.e., the target posture characteristic.

[0149] Furthermore, if the occupants of vehicle 100 are not either of the pre-registered occupants A or B, in other words, in the case of a control mode targeting standard occupants, microcomputer 510 enters step S816 and selects the pre-registered mapping (C) as a mapping adapted to standard occupants as the mapping for vehicle posture control, i.e., the target posture characteristic.

[0150] Personalized mappings (A) and (B) are mappings learned based on occupants A and B’s past mapping choices, pattern selection tendencies, and driving characteristics during driving operations, or mappings that occupants A and B choose and register appropriately based on their own preferences.

[0151] The selection of the crew's own mapping, the appropriate operation, such as the selection of the mapping, and the application used for implementation.

[0152] Furthermore, the personal identification method performed by the microcomputer 510 is not limited to facial recognition; it can appropriately employ known identification methods such as fingerprint and iris recognition.

[0153] In addition, the various mappings that can be selectively used can be pre-stored in the ROM of the microcomputer 510 or pre-registered in the cloud as an external storage unit. The microcomputer 510 selectively obtains the mapping corresponding to the current control mode from the cloud via the Internet.

[0154] Furthermore, the microcomputer 510 can automatically select the mapping based on the driving environment of the vehicle 100, including weather, road conditions, etc.

[0155] For example, the weather-related mapping selection includes mapping selections related to the friction coefficient of the road surface, such as sunny, rainy, and snowy conditions. This allows the mapping selected in the control mode under sunny and high friction coefficient conditions to be different from the mapping selected in the control mode under rainy or snowy conditions with low friction coefficient conditions.

[0156] In addition, the mapping selection corresponding to road conditions includes the mapping selection corresponding to whether it is a highway or a general road, or a paved road or an unpaved road.

[0157] For example, it is possible to make the mapping selected in the control mode when the vehicle 100 is driving on a highway different from the mapping selected in the control mode when driving on a regular road.

[0158] In addition, the microcomputer 510 can obtain information related to the driving environment from the mapping information of the navigation device provided by the vehicle 100, the images of the camera used to obtain external information of the vehicle 100, etc., and can also obtain it from the outside via road-to-road communication or vehicle-to-vehicle communication.

[0159] The technical ideas described in the above embodiments can be appropriately combined and used as long as they do not contradict each other.

[0160] Furthermore, the present invention has been specifically described with reference to preferred embodiments, but it is obvious to those skilled in the art that various modifications can be made based on the basic technical ideas and teachings of the present invention.

[0161] The actuators that perform attitude control, including roll control and pitch control of vehicle 100, are not limited to actuators 610A-610D of active suspension 600.

[0162] For example, in vehicles that have in-wheel motors or other vehicles that can individually control the braking force for each wheel, the lift and downforce generated at each wheel can be adjusted by controlling the braking force applied to each wheel, thereby enabling attitude control including roll control and pitch control.

[0163] In this case, the in-wheel motor is equivalent to an actuator that performs attitude control, including vehicle roll and pitch control.

[0164] Furthermore, the microcomputer 510 controls the braking force applied to each wheel based on the target posture characteristics set according to the front-to-back acceleration αx and the lateral acceleration αy, thereby achieving the target posture characteristics (in other words, the target posture angle).

[0165] In addition, the microcomputer 510 is able to perform attitude control, including roll control and pitch control, by controlling the actuators 610A-610D of the active suspension 600 and the braking driving force applied to each wheel.

[0166] In addition, the microcomputer 510 can correct the standard target posture characteristics stored in the storage unit according to the control mode, etc., and use them for the calculation of target posture instructions.

[0167] Explanation of reference numerals in the attached figures

[0168] 100: Vehicles

[0169] 200: Vehicle Control System

[0170] 400: Accelerometer sensor

[0171] 500: Vehicle control unit

[0172] 510: Microcomputer (Control Unit)

[0173] 600: Active suspension

[0174] 610A-610D: Actuator

Claims

1. A vehicle control device, characterized in that, have: The acceleration detection unit measures the vehicle's longitudinal and lateral acceleration. The target posture calculation unit, within the control range of the actuator that performs posture control including the vehicle's roll control and pitch control, which is stored in the storage unit, obtains a target posture angle, including a target roll angle and a target pitch angle, which suppresses the load applied to the occupants of the vehicle for any combination of the vehicle's front-to-back acceleration and lateral acceleration, and calculates a target posture command based on the target posture characteristics and the detected combination of the vehicle's front-to-back acceleration and lateral acceleration. The posture control unit performs the posture control based on the target posture command.

2. The vehicle control device according to claim 1, characterized in that, The target posture calculation unit calculates the characteristic value corresponding to the combination of the vehicle's longitudinal acceleration and lateral acceleration detected in the target posture characteristics, as the target posture command.

3. The vehicle control device according to claim 1, characterized in that, The storage unit stores the target attitude characteristics as the absolute value of the target pitch angle decreases and the absolute value of the target roll angle increases as the lateral acceleration increases during the generation of the forward and backward acceleration.

4. The vehicle control device according to claim 1, characterized in that, The storage unit stores the target attitude characteristics of the actuator, which decreases the absolute value of the target pitch angle and increases the absolute value of the target roll angle as the lateral acceleration increases when the forward and backward acceleration is generated.

5. The vehicle control device according to claim 1, characterized in that, The storage unit stores the target posture characteristics calculated by adding vehicle information, including the vehicle's wheelbase and track width.

6. The vehicle control device according to claim 1, characterized in that, The storage unit stores multiple target posture characteristics. The target posture calculation unit selects and obtains the target posture characteristic corresponding to the control mode of the vehicle from among a plurality of target posture characteristics.

7. A vehicle control method, executed by a control unit mounted on a vehicle, characterized in that, When the vehicle is experiencing lateral acceleration, or when the vehicle is experiencing increased longitudinal acceleration, the vehicle's pitch control is not performed for a specified period of time, but only its roll control is performed.

Images