Controller of vehicle

Abstract

To provide a controller of a vehicle in which visual discomfort of a crewman is suppressed, inertia force to the crewman is offset, and when SOC of a battery is low, further reduction of the SOC of the battery can be suppressed through vehicle attitude control.SOLUTION: A controller of a vehicle comprises: a vehicle attitude control part which controls attitude of the vehicle to suppress postural change of the vehicle due to vehicle acceleration; and a seat control part which controls an inclination of a vehicle seat to offset the inertia force to a crewman. When SOC (State Of Charge) of a battery is high, a ratio of the attitude control of the vehicle through the vehicle attitude control part is larger than that in a case the SOC of the battery is low.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device. [Background technology]

[0002] The following Patent Document 1 discloses an active control seat having a tilting means for tilting the seat, a drive means for operating the tilting means, and a control means for calculating the acceleration experienced by the vehicle based on the vehicle speed and steering angle, and for controlling the amount of operation of the drive means based on the calculated acceleration. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 07-047875 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the technology of Patent Document 1, since only the seat is tilted, the seat tilts relatively to the vehicle to a relatively large extent, which may cause visual discomfort to the occupant. [Means for solving the problem]

[0005] In order to solve the above-mentioned problems, a vehicle control device according to one embodiment is a vehicle control device that includes a vehicle attitude control unit that controls the vehicle attitude so as to suppress changes in the vehicle attitude due to vehicle acceleration, and a seat control unit that controls the inclination of the vehicle seat so as to offset the inertial force acting on the occupant, and when the battery SOC (State Of Charge) is high, the proportion of control of the vehicle attitude by the vehicle attitude control unit is increased compared to when the battery SOC is low. [Effects of the Invention]

[0006] According to one embodiment of the vehicle control device, it is possible to offset the inertial force on the occupants while suppressing visual discomfort to the occupants, and when the battery SOC is low, it is possible to suppress further reduction in the battery SOC due to vehicle attitude control. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 is a diagram showing a configuration of a vehicle according to an embodiment; [Figure 2] 1 is a flowchart illustrating an example of a processing procedure performed by a control device according to an embodiment. [Figure 3] FIG. 1 is a diagram showing a specific example (first example) of control by a control device according to an embodiment. [Figure 4] FIG. 10 is a diagram showing a specific example (second example) of control by the control device according to an embodiment. [Figure 5] FIG. 10 is a diagram showing an example of gain setting by a control device according to an embodiment; DETAILED DESCRIPTION OF THE INVENTION

[0008] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0009] (Configuration of vehicle 10) Fig. 1 is a diagram showing the configuration of a vehicle 10 according to one embodiment. The vehicle 10 shown in Fig. 1 is, for example, an electrically powered vehicle such as a hybrid vehicle, a fuel cell vehicle, or an electric vehicle, which is equipped with a motor generator 16 for driving wheels 17 and a battery 15.

[0010] As shown in FIG. 1, a vehicle 10 includes an active seat 11, an active suspension 12, an ECU (Electronic Control Unit) 13, an IMU (Inertial Measurement Unit) 14, a battery 15, and a control device 100.

[0011] The active seat 11 is an example of a "vehicle seat." The active seat 11 is provided in the cabin of the vehicle 10, and an occupant can sit in it. The active seat 11 has a seat drive device 11A that can control the tilt of the active seat 11 in the front-rear and left-right directions.

[0012] The active suspension 12 is provided for each wheel 17 of the vehicle 10, and absorbs the impact of each wheel 17. The active suspension 12 has a shock absorber 12A whose damping force can be electronically controlled.

[0013] The ECU 13 controls each part of the vehicle 10. For example, the ECU 13 can control the drive torque of each wheel 17 of the vehicle 10 by controlling the output torque of a motor generator 16 provided in the vehicle 10.

[0014] The IMU 14 measures various information related to the attitude and inertial force of the vehicle 10. For example, the IMU 14 measures vehicle attitude angles (pitch angle and roll angle) as information related to the attitude of the vehicle 10. Furthermore, for example, the IMU 14 measures accelerations (Gx and Gy) as information related to the inertial force of the vehicle 10.

[0015] The battery 15 stores the electric power to be supplied to each part of the vehicle 10. As the battery 15, for example, a secondary battery such as a lithium ion battery or a nickel-metal hydride battery is used.

[0016] The control device 100 controls the posture of the vehicle 10 and the tilt of the active seat 11 in response to acceleration / deceleration, left / right turns, road vibrations, etc. of the vehicle 10, thereby suppressing changes in the posture of an occupant seated in the active seat 11 and inertial forces acting on the occupant. The control device 100 includes a vehicle posture control unit 101 and a seat control unit 102.

[0017] The vehicle attitude control unit 101 controls the attitude of the vehicle 10 so as to suppress changes in the attitude of the vehicle 10 due to vehicle acceleration. For example, when the vehicle 10 tilts in a certain direction (forward, backward, left, or right), the vehicle attitude control unit 101 calculates a tilt angle θ1 of the vehicle 10 based on the vehicle attitude angle measured by the IMU 14. Then, the vehicle attitude control unit 101 calculates a correction angle kθ1 for the tilt of the vehicle 10 so as to cancel the calculated tilt angle θ1. Furthermore, the vehicle attitude control unit 101 controls the attitude of the vehicle 10 by controlling the damping force of the shock absorber 12A or the drive torque of each wheel 17 so as to cancel the tilt of the vehicle 10 by the calculated correction angle kθ1.

[0018] The seat control unit 102 controls the seat drive device 11A of the active seat 11 to control the tilt of the active seat 11 so as to offset the inertial force acting on the occupant. For example, when an inertial force F is generated in a certain direction (front, rear, left, or right) in the vehicle 10, the seat control unit 102 calculates the inertial force F based on the acceleration measured by the IMU 14. Then, the seat control unit 102 calculates an inertial force correction angle θ2 for offsetting the calculated inertial force F. Furthermore, the seat control unit 102 tilts the active seat 11 by the inertial force correction angle θ2 in the direction opposite to the direction in which the inertial force F is generated. In this way, the seat control unit 102 can offset the inertial force acting on the occupant.

[0019] For example, the seat control section 102 calculates the inertial force correction angle θ2 using the following equation (1): where a represents the acceleration in the direction in which the inertial force F is generated, and G represents the gravitational acceleration.

[0020] θ2=tan -1 (a / G)···(1)

[0021] Here, the control device 100 can increase the proportion of control of the attitude of the vehicle 10 by the vehicle attitude control unit 101 when the SOC of the battery 15 is high (when it is equal to or higher than a predetermined threshold th2 described later) compared to when the SOC of the battery 15 is low (when it is less than a predetermined threshold th2 described later).

[0022] Specifically, the control device 100 sets a gain k (0≦k≦1) according to the SOC of the battery 15, and multiplies the inclination angle θ1 of the vehicle 10 calculated by the vehicle attitude control unit 101 by the gain k, thereby calculating the correction angle kθ1 of the attitude of the vehicle 10 by the vehicle attitude control unit 101 according to the SOC of the battery 15.

[0023] As a result, the control device 100 according to the embodiment can sufficiently correct the attitude of the vehicle 10 when the SOC of the battery 15 is high.

[0024] On the other hand, in one embodiment, when the SOC of the battery 15 is low, the control device 100 can suppress the amount of control of the attitude of the vehicle 10 by the vehicle attitude control unit 101, which consumes a relatively large amount of power from the battery 15, and therefore can suppress further decline in the SOC of the battery 15.

[0025] (An example of a processing procedure by the control device 100) FIG. 2 is a flowchart showing an example of a procedure of processing by the control device 100 according to an embodiment.

[0026] First, the control device 100 determines whether or not an inertial force F equal to or greater than a predetermined value is generated in the vehicle 10 (step S201). Here, the control device 100 can calculate the inertial force F based on the acceleration measured by the IMU 14.

[0027] For example, when the vehicle 10 accelerates, a backward inertial force F is generated in the vehicle 10. When the vehicle 10 decelerates, a forward inertial force F is generated in the vehicle 10. When the vehicle 10 turns right, a leftward inertial force F is generated in the vehicle 10. When the vehicle 10 turns left, a rightward inertial force F is generated in the vehicle 10.

[0028] In step S201, if it is determined that the inertial force F is not greater than or equal to the predetermined value (step S201: NO), the control device 100 maintains the vehicle 10 in a horizontal state by only performing the attitude control of the vehicle 10 using the vehicle attitude control unit 101 (step S202). After that, the control device 100 ends the series of processes shown in FIG. 2.

[0029] On the other hand, if it is determined in step S201 that an inertial force F greater than or equal to a predetermined value has occurred (step S201: YES), the vehicle attitude control unit 101 calculates the tilt angle θ1 of the vehicle 10 based on the vehicle attitude angle measured by the IMU 14, and the seat control unit 102 calculates the inertial force correction angle θ2 to offset the inertial force F using the above formula (1) (step S203).

[0030] Next, the control device 100 determines whether the SOC of the battery 15 is less than a predetermined threshold value th2 (step S204).

[0031] If it is determined in step S204 that the SOC of the battery 15 is equal to or greater than the predetermined threshold th2 (step S204: NO), the control device 100 performs attitude control of the vehicle 10 by the vehicle attitude control unit 101 to correct the vehicle attitude angle to the same angle as the tilt angle θ1 (step S205), and also performs seat control by the seat control unit 102 to tilt the active seat 11 by the inertia force correction angle θ2 in the direction opposite to the direction in which the inertia force F is generated (step S206). Thereafter, the control device 100 ends the series of processes shown in FIG. 2.

[0032] As a result, the control device 100 can cancel the inertial force acting on the occupant while controlling the attitude of the vehicle 10 to be horizontal. In addition, in this case, the control device 100 can reduce the relative angle difference between the vehicle 10 and the active seat 11, thereby suppressing visual discomfort felt by the occupant.

[0033] On the other hand, if it is determined in step S204 that the SOC of the battery 15 is less than the predetermined threshold th2 (step S204: NO), the control device 100 sets a gain k (0≦k≦1) according to the SOC of the battery 15 (step S207).Then, the control device 100 calculates a correction angle kθ1 of the attitude of the vehicle 10 by multiplying the inclination angle θ1 of the vehicle 10 by the gain k (step S208).

[0034] Next, the control device 100 performs attitude control of the vehicle 10 using the vehicle attitude control unit 101 to correct the attitude angle of the vehicle by a correction angle kθ1 (step S209), and also performs seat control using the seat control unit 102 to tilt the active seat 11 by ((1−k)θ1+θ2) in the direction opposite to the direction in which the inertial force F is generated (step S210). Thereafter, the control device 100 ends the series of processes shown in FIG. 2.

[0035] As a result, the control device 100 can control the attitude of the vehicle 10 to be close to horizontal while suppressing the amount of power consumption by the vehicle attitude control unit 101. Furthermore, the control device 100 can cancel out the inertial force acting on the occupant by increasing the amount of correction of the tilt of the active seat 11 by the amount that the correction angle kθ1 of the vehicle attitude is reduced.

[0036] The control device 100 repeatedly executes the series of processes shown in FIG. 2 while the vehicle 10 is traveling.

[0037] (Specific example (first example) of control by the control device 100) 3 is a diagram showing a specific example (first example) of control by the control device 100 according to an embodiment. FIG. 3 shows a specific example of control by the control device 100 when the SOC of the battery 15 is equal to or higher than a predetermined threshold value th2.

[0038] 3(a) shows a state in which, when the vehicle 10 is turning left, a rightward inertial force F (F=May) is generated in the vehicle 10 due to acceleration ay, and a rightward tilt θ1 occurs in the vehicle 10 and the occupant. Here, the SOC of the battery 15 is equal to or greater than a predetermined threshold th2.

[0039] In this case, the control device 100 controls the attitude of the vehicle 10 to be horizontal by correcting the vehicle's attitude angle by the same angle as the tilt angle θ1, as shown in Figure 3(b).

[0040] For example, as shown in Fig. 3(b), the control device 100 can correct the rightward tilt of the vehicle 10 by applying a forward driving torque to the left front wheel of the vehicle 10, applying a backward driving torque to the left rear wheel, and applying a backward driving torque to the right front wheel of the vehicle 10, and applying a forward driving torque to the right rear wheel. As another example, the control device 100 may correct the rightward tilt of the vehicle 10 by increasing the damping force of the shock absorbers 12A of the right front wheel and the left front wheel of the vehicle 10. At this point, the inertial force F acting on the occupant remains.

[0041] Therefore, as shown in Fig. 3(c), the control device 100 further controls the seat by the seat control unit 102 to tilt the active seat 11 by the inertial force correction angle θ2 in the direction opposite to the direction in which the inertial force F is generated. This allows the control device 100 to cancel out the inertial force F acting on the occupant, thereby reducing the physical burden on the occupant.

[0042] In particular, according to the control shown in FIG. 3, the amount of attitude control of vehicle 10 can be reduced compared to when only attitude control of vehicle 10 is performed (i.e., when the vehicle inclination angle is corrected by θ1+θ2), and therefore the amount of power consumed by battery 15 due to attitude control of vehicle 10 can be reduced.

[0043] Furthermore, according to the control shown in FIG. 3, the relative angle difference between the vehicle 10 and the active seat 11 can be reduced compared to when only seat control of the active seat 11 is performed (i.e., when the tilt angle of the active seat 11 is corrected by θ1+θ2), thereby suppressing visual discomfort to the occupants.

[0044] (Specific example (second example) of control by the control device 100) FIG. 4 is a diagram showing a specific example (second example) of control by the control device 100 according to an embodiment. FIG. 4 shows a specific example of control by the control device 100 when the SOC of the battery 15 is less than a predetermined threshold th2.

[0045] FIG. 4(a) shows a state in which when the vehicle 10 makes a left turn, an inertial force F (F = May) in the right direction due to an acceleration ay is generated in the vehicle 10, and a tilt θ1 in the right direction is generated in the vehicle 10 and the occupants. Here, the SOC of the battery 15 is less than a predetermined threshold th2.

[0046] In this case, as shown in FIG. 4(b), the control device 100 controls the attitude of the vehicle 10 by the vehicle attitude control unit 101 to correct the attitude angle of the vehicle to a correction angle kθ1 obtained by multiplying the tilt angle θ1 by a gain k (0 < k < 1), thereby controlling the attitude of the vehicle 10 to a state close to the horizontal state.

[0047] For example, as shown in FIG. 4(b), the control device 100 applies a forward driving torque to the left front wheel of the vehicle 10, applies a rearward driving torque to the left rear wheel, applies a rearward driving torque to the right front wheel of the vehicle 10, and applies a forward driving torque to the right rear wheel, thereby correcting the tilt of the vehicle 10 in the right direction. As another example, the control device 100 may correct the tilt of the vehicle 10 in the right direction by increasing the damping force of the shock absorbers 12A of the right front wheel and the left front wheel of the vehicle 10. At this point, the tilt (1 - k)θ1 of the vehicle 10 and the inertial force F on the occupants remain.

[0048] Therefore, as shown in FIG. 4(c), the control device 100 further performs seat control by the seat control unit 102 to tilt the active seat 11 by (1 - k)θ1 + θ2 in the direction opposite to the direction in which the inertial force F is generated. Thereby, the control device 100 can control the attitude of the occupants to the horizontal state while leaving the tilt (1 - k)θ1 of the vehicle 10 remaining, and can cancel the inertial force F on the occupants, thus reducing the physical burden on the occupants.

[0049] In particular, according to the control shown in FIG. 4, compared with the control shown in FIG. 3, although the relative angular difference between the vehicle 10 and the active seat 11 increases, the correction angle kθ1 of the vehicle posture by the vehicle posture control unit 101 decreases, so that the power consumption of the battery 15 by the vehicle posture control unit 101 can be reduced. Therefore, a further decrease in the SOC of the battery 15 can be suppressed.

[0050] (Example of setting the gain k) FIG. 5 is a diagram showing an example of setting the gain k by the control device 100 according to an embodiment. In the graph shown in FIG. 5, the horizontal axis represents the SOC of the battery 15, and the vertical axis represents the gain k.

[0051] For example, in the example shown in FIG. 5, when the SOC of the battery 15 is higher than a predetermined threshold th2, the control device 100 sets "1" for the gain k. In this case, the control device 100 can make the correction angle kθ1 of the vehicle posture of the vehicle 10 by the vehicle posture control unit 101 the same angle as the tilt angle θ1.

[0052] Also, in the example shown in FIG. 5, when the SOC of the battery 15 is lower than a predetermined threshold th1, the control device 100 sets "0" for the gain k. In this case, the control device 100 can make the correction angle kθ1 of the vehicle posture of the vehicle 10 by the vehicle posture control unit 101 zero. That is, in this case, the control device 100 can prevent the vehicle posture control unit 101 from performing the vehicle posture control of the vehicle 10.

[0053] Also, in the example shown in FIG. 5, when the SOC of the battery 15 is higher than a predetermined threshold th1 and lower than a predetermined threshold th2, the control device 100 sets the gain k (0 < k < 1) so that the gain k increases as the SOC of the battery 15 increases. In this case, the control device 100 can make the correction angle kθ1 of the vehicle posture of the vehicle 10 by the vehicle posture control unit 101 an angle less than the tilt angle θ1 and an angle corresponding to the SOC of the battery 15 (an angle that increases as the SOC of the battery 15 increases).

[0054] Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to these embodiments, and various modifications and changes are possible within the scope of the gist of the present invention described in the claims. [Explanation of symbols]

[0055] 10 vehicles 11 Active Seat 11A Seat drive unit 12 Active suspension 12A shock absorber 13 ECU 14 IMU 15 Battery 16 Motor generator 17 wheels 100 control device 101 Vehicle attitude control unit 102 Seat control unit

Claims

1. a vehicle attitude control unit that controls the attitude of the vehicle so as to suppress changes in the attitude of the vehicle due to vehicle acceleration; a seat control unit that controls the inclination of the vehicle seat so as to offset the inertial force acting on the occupant; A vehicle control device comprising: When the SOC (State Of Charge) of the battery is high, the proportion of the vehicle attitude control by the vehicle attitude control unit is increased compared to when the SOC of the battery is low. A vehicle control device comprising:

2. When the SOC of the battery is lower than a predetermined threshold, the vehicle tilt θ1 is multiplied by a gain k (0<k<1) to calculate a correction angle kθ1 of the vehicle tilt by the vehicle attitude control unit.

2. The vehicle control device according to claim 1.

3. When the SOC of the battery is lower than a predetermined threshold, a control amount of the inclination of the vehicle seat by the seat control unit is calculated by adding (1-k)θ1 to a correction angle θ2 of the inclination of the vehicle seat for canceling the inertial force.

3. The vehicle control device according to claim 2.

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