Vehicle control system, vehicle control method, and vehicle control program

Abstract

To provide a travel body control system and a travel body control program that can suppress vibration of an automobile.SOLUTION: Provided is a travel body control system 1 that controls vibration of a travel body. The travel body control system 1 includes: a vibration frequency estimation part 11 for estimating a vibration frequency f of vibration applied to a travel body by a travel surface, on the basis of information of the travel surface; and a natural vibration frequency control part 12 for controlling a natural vibration frequency fn of the travel body. The travel body control system 1 controls vibration of the travel body by increasing a difference between the vibration frequency f of vibration applied to the travel body by the travel surface and the natural vibration frequency fn of the travel body.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a moving object control system, a moving object control method, and a moving object control program. [Background technology]

[0002] When a vehicle such as an automobile travels on an uneven road surface, it receives vibrations from the road surface. For example, in an automobile having wheels, it is difficult to completely eliminate the vibrations that occur when the wheels pass over the unevenness of the road surface. The vibrations that an automobile receives from the road surface cause various adverse effects, such as motion sickness in passengers and damage to cargo. Therefore, technologies have been proposed for suppressing vibrations from the road surface in automobiles.

[0003] For example, a control technology has been proposed that determines the road surface conditions on which the vehicle is currently traveling and reduces the vibration of the vehicle body by assuming that the road surface conditions will continue. However, this control technology is mainly passive control and cannot handle single vibrations or rapid changes in road surface conditions. In particular, in an autonomous vehicle, since some or all of the driver's operations are not required, it is difficult for the vehicle occupants to predict the movement of the vehicle, and therefore unexpected vibrations tend to worsen the ride comfort and make the vehicle more susceptible to motion sickness. On the other hand, vehicles that use soft suspensions to reduce the so-called rattling sensation are vulnerable to low-frequency vibrations. For example, when a vehicle crosses a main road and turns right, there is a problem that the low-frequency vibrations of the vehicle body caused by the ruts of the oncoming lane cause discomfort to the occupants and cause cargo to fly off or be destroyed. There are also problems such as poor convergence of vibrations, occurrence of suspension bottoming out, or the need for sufficient suspension stroke to prevent bottoming out.

[0004] As a specific example, Patent Document 1 discloses a technology in which unevenness on the road surface is detected when the front wheels of a vehicle pass over the unevenness, and when the rear wheels of the vehicle pass over the unevenness on the road surface, the ground contact load of the rear wheels is reduced, thereby reducing the vibrations received from the unevenness. Furthermore, Patent Document 2 discloses a technology that detects a bump on the road surface ahead and reduces the wheel load on the front wheels when the front wheels of a vehicle pass over the bump on the road surface, thereby reducing the vibrations received from the bump. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 8-319863 [Patent Document 2] JP 2008-1302 A Summary of the Invention [Problem to be solved by the invention]

[0006] Reducing the ground load on the wheels of a car, i.e. the wheel load, reduces the car's natural frequency (this will be explained in more detail later). Therefore, if the frequency of vibrations that the car receives from the road surface is smaller than the car's natural frequency, reducing the wheel load will reduce the difference between the frequency of the vibrations that the car receives from the road surface and the car's natural frequency. Generally, an object is more susceptible to vibrations with frequencies closer to its own natural frequency, so in this example, reducing the wheel load will increase the car's vibrations.

[0007] In other words, the technologies disclosed in the above-mentioned Patent Documents 1 and 2 had a problem in that if the frequency of vibrations that the automobile receives from the road surface is lower than the automobile's natural frequency, the vehicle driving control device would promote the automobile's vibrations.

[0008] The present disclosure has been made to solve the above-mentioned problems, and aims to provide a running object control system, a running object control method, and a running object control program that are capable of suppressing vibration of a running object regardless of the frequency of vibrations that the running object receives from the road surface. [Means for solving the problem]

[0009] The vehicle control system according to the present disclosure comprises: A running object control system for controlling vibration of a running object, A means for estimating a frequency of vibration received by the running body based on information on a running surface; a means for controlling a natural frequency of the running body, The running body control system controls vibration of the running body by increasing the difference between the frequency of vibration received by the running surface of the running body and the natural frequency of the running body.

[0010] The method for controlling a moving object according to the present disclosure includes: A method for controlling vibration of a moving object, comprising: estimating a frequency of vibration received by the running body based on information of a running surface; and controlling a natural frequency of the running body, The method for controlling a running body controls vibration of the running body by increasing the difference between the frequency of vibration received by the running body from the traveling surface and the natural frequency of the running body.

[0011] The vehicle control program according to the present disclosure includes: A means for estimating a frequency of vibration received by the running body based on information on a running surface; a means for controlling a natural frequency of the running body, A running body control system is used to control vibration of the running body by increasing a difference between a frequency of vibration received by the running surface of the running body and a natural frequency of the running body, A program for controlling the traveling object. Effect of the Invention

[0012] The present disclosure makes it possible to provide a running object control system and a running object control program that are capable of suppressing vibrations of a running object regardless of the frequency of vibrations received from the road surface. [Brief description of the drawings]

[0013] [Figure 1]1 is a block diagram showing a configuration of a vehicle control system according to a first embodiment. [Diagram 2] 10 is a flowchart showing a flow of a moving object control according to a second embodiment. [Diagram 3] 10 is a flowchart showing a flow of a moving object control according to a second embodiment. [Figure 4] FIG. 11 is a block diagram showing a configuration of a vehicle control system according to a third embodiment. [Diagram 5] FIG. 11 is a schematic diagram showing a driving control according to a third embodiment. [Figure 6] FIG. 11 is a schematic diagram showing a driving control according to a third embodiment. [Figure 7] FIG. 11 is a schematic diagram showing a driving control according to a third embodiment. [Figure 8] FIG. 11 is a schematic diagram showing a driving control according to a third embodiment. [Figure 9] FIG. 11 is a schematic diagram showing a road surface information acquiring method according to a third embodiment. [Figure 10] FIG. 11 is a schematic diagram showing a road surface information acquiring method according to a third embodiment. [Figure 11] FIG. 11 is a block diagram showing a road surface information acquiring method according to a third embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] Embodiment 1 Hereinafter, an embodiment of the present disclosure will be described with reference to the drawings. FIG. 1 is a block diagram showing a configuration of a moving object control system according to the first embodiment. The moving object control system 1 is mounted on a moving object. The moving object is typically an automobile having four wheels, but is not limited thereto and may be a two-wheeled vehicle, a train, or an airplane that glides on the ground. The moving object may be one equipped with a power source like an automobile, or one not equipped with a power source like a bicycle. The moving object may also be one that does not carry people or luggage, such as an autonomous mobile robot.

[0015] As shown in FIG. 1, a vehicle control system 1 according to this embodiment includes a vibration frequency estimation unit 11 and a natural frequency control unit 12.

[0016] The vibration frequency estimation unit 11 has a function of estimating the value of the frequency of vibration (hereinafter referred to as the vibration frequency f) that the running body receives from the running surface based on the information of the running surface. The vibration frequency estimation unit 11 outputs the estimated value of the vibration frequency f to the natural frequency control unit 12.

[0017] The natural frequency control unit 12 controls the natural frequency of the running body (hereinafter, referred to as the natural frequency fn). In detail, the natural frequency control unit 12 controls the natural frequency fn so that the difference between the value of the frequency f estimated by the frequency estimation unit 11 and the natural frequency fn becomes large.

[0018] According to the moving object control system of this embodiment, the natural frequency fn is controlled so as to increase the difference between the frequency f of the vibration received by the moving object and the natural frequency fn, thereby making it possible to suppress the vibration of the moving object regardless of the frequency of the vibration received from the road surface.

[0019] Embodiment 2 A description will be given of a vehicle control system according to the second embodiment. The vehicle control system has the same configuration as that of the first embodiment. Next, the process of driving control of the vehicle control system according to the present embodiment will be described in detail with reference to FIGS.

[0020] The method for controlling a running body according to this embodiment includes a frequency estimation step of estimating a frequency f of vibration received by the running body based on information about the running surface, and a natural frequency control step of controlling a natural frequency fn of the running body.

[0021] First, the processing of the vibration frequency estimation step will be described with reference to Fig. 2. Fig. 2 is a flowchart for explaining the flow of the vibration frequency estimation step according to this embodiment. First, the vibration frequency estimation unit 11 acquires information about the running surface on which the running body runs (S1). Next, the vibration frequency estimation unit 11 estimates the frequency f of the vibration that the running body receives from the running surface based on the information about the running surface acquired in S1 (S2). Finally, the vibration frequency estimation unit 11 outputs the information about the frequency f to the natural frequency control unit (S3).

[0022] Next, the flow of the natural frequency control step will be described with reference to FIG. 3. FIG. 3 is a flowchart for explaining the flow of the natural frequency control step according to this embodiment. First, the natural frequency control unit 12 inputs the frequency f from the frequency estimation unit 11 (S4). Next, the natural frequency control unit 12 judges whether the difference fn-f between the natural frequency fn and the frequency f is positive (S5). Here, the natural frequency control unit 12 may compare the value of the natural frequency fn with the value of the frequency f to judge whether the former is greater than the latter. The value of the natural frequency fn used in the judgment in S5 may be a value that is set in advance, or may be a value that is calculated each time.

[0023] If the determination is YES, the natural frequency control unit 12 increases the natural frequency fn (S6), and if the determination is NO, the natural frequency control unit 12 decreases the natural frequency fn (S7). By performing the operations of S6 to S8, the difference fn-f between the natural frequency fn and the frequency f increases, and the vibration that the running body receives from the running surface can be suppressed. In this embodiment, if the difference fn-f between the natural frequency fn and the frequency f is 0 in S6, the natural frequency control unit 12 decreases the natural frequency fn, but it may be increased. Also, a threshold value may be set in advance for the absolute value of the difference fn-f between the natural frequency fn and the frequency f, and when the absolute value falls below the threshold value, the natural frequency control unit 12 may not control the natural frequency fn.

[0024] According to the moving object control system of this embodiment, the natural frequency fn is controlled so as to increase the difference between the frequency f of the vibration received by the moving object and the natural frequency fn, thereby making it possible to suppress the vibration of the moving object regardless of the frequency of the vibration received from the road surface.

[0025] Embodiment 3 Next, vibration control of an automobile controlled by the vehicle control system according to the present embodiment will be described with reference to Figs. 4 to 11. Fig. 4 is a block diagram for explaining a configuration example of an automobile 2. Although omitted in Fig. 4 for simplification, the automobile 2 has the minimum mechanisms required for an automobile, such as a power source and a steering mechanism. The automobile 2 includes a vibration frequency estimation unit 11, a natural frequency control unit 12, and a driving information acquisition unit 13.

[0026] The driving information acquisition unit 13 has a function of acquiring driving information of the automobile 2, such as the number of passengers, load capacity, and vehicle speed, and a function of outputting the driving information of the automobile 2 to the vibration frequency estimation unit 11 and the natural frequency control unit 12.

[0027] The vibration frequency estimation unit 11 includes a road surface information acquisition unit 21 and a calculation device 22. The road surface information acquisition unit 21 is configured to acquire information on the road surface on which the automobile 2 travels. More specifically, the road surface information acquisition unit 21 acquires information on the road surface ahead of the current position where the automobile 2 will be located after a predetermined time, that is, the road surface on which the automobile 2 is scheduled to travel. The road surface information acquisition unit 21 according to this embodiment is composed of a LIDAR (Laser Imaging Detection and Ranging), a camera, and a receiver that can receive information from the outside. Note that the configuration of the road surface information acquisition unit 21 is not limited to this, and can be appropriately configured differently within the scope of the gist of this disclosure. The road surface information acquisition unit 21 supplies the acquired road surface information to the calculation device 22.

[0028] The arithmetic device 22 estimates the frequency f of the vibration that the automobile receives from the road surface based on the road surface information obtained from the road surface information acquisition unit 21. At this time, the arithmetic device 22 may estimate the frequency f based on the information of the road surface detected by the automobile 2 itself, or may estimate the frequency f based on the information of the road surface detected by a device other than the automobile 2. Furthermore, the arithmetic device 22 may estimate the frequency f by taking into account the driving information of the automobile 2 transmitted from the driving information acquisition unit 13. The arithmetic device 22 outputs the estimated frequency f to the natural frequency control unit 12. The arithmetic device 22 may also estimate the time when the automobile receives vibration from the road surface and output this to the natural frequency control unit 12.

[0029] The natural frequency control unit 12 includes a braking device 23, a driving device 24, and a control unit 25. The braking device 23 is a device that applies negative acceleration to the automobile 2 as viewed from the traveling direction of the automobile 2. The braking device 23 may be the same as the brake mechanism already equipped in the automobile 2, or may be a device that is installed separately. The braking device 23 applies negative acceleration to the automobile 2 according to control from the control unit 25 described below.

[0030] The driving device 24 is a device that applies positive acceleration to the automobile 2 in the traveling direction of the automobile 2. The braking device 23 may be the same as the power source already equipped in the automobile 2, or may be a device that is installed separately. The driving device 24 applies positive acceleration to the automobile 2 according to control from the control unit 25 described below.

[0031] The control unit 25 has a function of estimating the natural frequency fn of the automobile 2 based on at least one of information such as the number of passengers, loading capacity, and vehicle speed of the automobile 2 transmitted from the travel information acquisition unit 13 and pre-recorded vehicle characteristic information of the automobile 2. The control unit 25 is also configured to compare the value of the frequency f transmitted from the calculation device 22 with the value of the natural frequency fn of the automobile 2, and control the braking device 23 and the driving device 24 based on the result. Note that, in this embodiment, the function of estimating the natural frequency fn is realized by the control unit 25 mounted on the automobile 2, but this is not limiting, and part or all of the function may be realized by a server connected to the automobile 2 so as to be able to communicate with the automobile 2.

[0032] Hereinafter, the process of the driving control of the automobile 2 according to the present embodiment will be described in detail with reference to Figs. 4 to 11. Figs. 5 to 8 are schematic diagrams of the automobile 2 traveling on a road surface 41, as viewed from the side. The automobile 2 has a body upper portion 31, front wheels 32a, and rear wheels 32b, and travels on the road surface 41 at a speed V in the direction indicated by the arrow. On the road surface 41, there are cases where uneven parts 42H that give the automobile 2 vibrations of a higher frequency than the natural frequency fn of the automobile 2 exist (corresponding to Figs. 5 and 6), and cases where uneven parts 42L that give the automobile 2 vibrations of a lower frequency than the natural frequency fn of the automobile 2 exist (corresponding to Figs. 7 and 8). First, the driving control when uneven parts 42H that give vibrations of a higher frequency than the natural frequency fn of the automobile 2 exist on the road surface 41 will be described with reference to Figs. 4 to 6 and Figs. 9 to 11.

[0033] First, the road surface information acquisition unit 21 detects information on the uneven portion 42H. The road surface information acquisition unit 21 according to this embodiment acquires road surface information by LIDAR and detects information on the uneven portion 42H. FIG. 9 is a schematic diagram for explaining the operation of the LIDAR acquiring road surface information. The LIDAR 14 provided on the automobile 2 irradiates a laser beam LB onto an area 100 on the road surface 41 and detects the reflected light, thereby acquiring information on the road surface 41. At this time, the LIDAR 14 may irradiate the laser beam LB onto the road surface 41 at every certain angle a. In this way, the information on the road surface 41 can be acquired with higher resolution at points closer to the automobile 2 and with lower resolution at points farther away.

[0034] 10 is a schematic diagram for explaining the operation of the LIDAR 14 to detect the uneven portion 42H. The LIDAR 14 detects the uneven portion 42H from the reflected light of the irradiated laser beam LB. Specifically, from the information of the reflected light of the laser beam LB irradiated to the area 100, the LIDAR 14 distinguishes a reference area 101, an area 102 that protrudes from the area 101, and an area 103 that is recessed from the area 101, and detects the information of the uneven portion 42H. The road surface information acquisition unit 21 outputs the information of the uneven portion 42H detected by the LIDAR to the calculation device 22.

[0035] Further, the road surface information acquisition unit 21 captures an image of the road surface 41 with a camera, and detects information on the unevenness 42H by processing the image. Furthermore, when another vehicle is traveling ahead, the road surface information acquisition unit 21 captures an image of the vehicle with a camera. Then, when the vehicle is subjected to vibrations from the unevenness 42H, the image is processed to detect information on the unevenness 42H. Note that, although the road surface information acquisition unit 21 performs the image processing in this embodiment, the calculation device 22 may perform the image processing.

[0036] Further, the road surface information acquisition unit 21 acquires information on unevenness 42H detected by a vehicle other than the automobile 2 through a receiver. Fig. 11 is a block diagram for explaining an operation of the road surface information acquisition unit 21 receiving information on unevenness 42H detected by a vehicle other than the automobile 2. The road surface information acquisition unit 21 receives information on unevenness 42H from a vehicle 3 traveling ahead (hereinafter referred to as a leading vehicle 3).

[0037] The forward vehicle 3 is an automobile traveling in front of the automobile 2, and includes a vehicle body vibration detection unit 15, a processing unit 16, and a transmission / reception means 17. The vehicle body vibration detection unit 15 has a function of detecting vibrations received by the forward vehicle 3 from the road surface. The vehicle body vibration detection unit 15 may detect the vibrations received from the road surface, for example, from the amount of movement of the suspension of the forward vehicle 3. The vehicle body vibration detection unit 15 outputs vehicle body vibration information to the processing unit 16. The processing unit 16 analyzes the vehicle body vibration information output by the vehicle body vibration detection unit 15, and outputs it to the transmission / reception means 17 as road surface information. The transmission / reception means 17 transmits the road surface information output by the processing unit 16 to the outside.

[0038] When the forward vehicle 3 receives vibrations from the unevenness 42H, the vibration information is detected by the vehicle body vibration detection unit 15 and output to the processing unit 16. The vibration information is then analyzed by the processing unit 16 and transmitted as information related to the unevenness 42H to the road surface information acquisition unit 21 of the automobile 2 by the transmitting / receiving means 17. In this manner, the road surface information acquisition unit 21 acquires information related to the unevenness 42H detected by the forward vehicle 3. Note that the forward vehicle 3 may transmit information related to the unevenness 42H to an external storage device. In this case, the road surface information acquisition unit 21 receives information related to the unevenness 42H from the external storage device 4.

[0039] In this way, by detecting information on the uneven portion 42H by a plurality of means, the road surface information acquisition section 21 can supply the calculation device 22 with more detailed information.

[0040] Returning to the explanation using Fig. 5, the travel information acquisition unit 13 acquires travel information of the automobile 2. The travel information of the automobile 2 may include information on the number of passengers, the load, and the vehicle speed of the automobile 2. The travel information acquisition unit 13 outputs the acquired travel information of the automobile 2 to the calculation device 22 and the control unit 25.

[0041] The arithmetic device 22 estimates the frequency f of the vibration that the automobile 2 receives from the uneven portion 42H. At this time, the arithmetic device 22 estimates the frequency f based on the information of the uneven portion 42H transmitted from the road surface information acquisition unit 21 and the driving information of the automobile 2 transmitted from the driving information acquisition unit 13. The arithmetic device 22 also estimates the time when the automobile 2 receives vibration from the uneven portion 42H based on the information of the uneven portion 42H transmitted from the road surface information acquisition unit 21 and the driving information of the automobile 2 transmitted from the driving information acquisition unit 13. Thereafter, the arithmetic device 22 outputs the value of the estimated frequency f and the estimated time when the vibration occurs to the control unit 25.

[0042] Next, the control unit 25 estimates the natural frequency fn of the automobile 2 and compares it with the frequency f. At this time, the control unit 25 estimates the natural frequency fn based on at least one of the information on the number of passengers, the load, and the vehicle speed of the automobile 2 transmitted from the travel information acquisition unit 13, and the vehicle characteristic information of the automobile 2 stored in advance. After confirming the magnitude relationship between the natural frequency fn and the frequency f, the control unit 25 controls the braking device 23 and the driving device 24, and controls the acceleration of the automobile 2 with reference to the vibration occurrence time estimated by the calculation device 22.

[0043] The cruise control system according to this embodiment controls the wheel load of the automobile 2 by controlling the acceleration of the automobile 2 using the braking device 23 or the driving device 24, and controls the natural frequency fn of the automobile 2 by controlling the wheel load of the automobile 2. The cruise control system according to this embodiment also controls the natural frequency of the automobile 2 when the front wheels 32a of the automobile 2 are subjected to vibrations from the unevenness 42H on the road surface 41 (corresponding to FIG. 5) and when the rear wheels 32b of the automobile 2 are subjected to vibrations from the unevenness 42H on the road surface 41 (corresponding to FIG. 6).

[0044] First, referring to Fig. 5, the driving control when the front wheels 32a of the automobile 2 receive vibrations from the uneven portion 42H will be described. Before the front wheels 32a receive vibrations from the uneven portion 42H, the driving device 24 controlled by the control unit 25 applies a positive acceleration A to the automobile 2, causing the automobile 2 to be in a nose-up state. In other words, applying a positive acceleration A to the automobile 2 causes a rotational motion R about the center of gravity G due to the law of inertia, causing the upper vehicle body 31 to tilt backward. As the automobile 2 is in a nose-up state, the wheel load Ma of the front wheels 32a decreases compared to the wheel load Ma during constant speed driving.

[0045] Incidentally, the vibration that the uneven portion 42H imparts to the automobile 2 can also be regarded as a vibration motion of the front wheel 32a when viewed from the vehicle body upper portion 31 as an observer. In this case, the natural frequency of the front wheel 32a as viewed from the vehicle body upper portion 31 can be regarded as being the same as the above-mentioned natural frequency fn of the automobile 2, and is expressed by the following formula 1 using a constant k determined from the vehicle characteristics of the automobile 2, the apparent weight M of the front wheel 32a as viewed from the vehicle body upper portion 31, and pi.

[0046]

number

[0047] According to this formula, when the apparent weight M of the front wheel 32a seen from the vehicle body upper part 31 increases, the natural frequency fn of the front wheel 32a seen from the vehicle body upper part 31 decreases. Here, when the wheel load Ma decreases, the upward force acting on the front wheel 32a from the road surface 41 according to the law of action and reaction decreases, so that the apparent weight M of the front wheel 32a seen from the vehicle body upper part 31 increases. In other words, when the wheel load Ma decreases, the natural frequency fn of the automobile 2 decreases.

[0048] Here, the frequency f of the vibration that the uneven portion 42H applies to the automobile 2 is greater than the natural frequency fn of the automobile 2, so when the natural frequency fn of the automobile 2 decreases, the difference between the frequency f and the natural frequency fn increases. As a result, the vibration that the automobile 2 receives from the uneven portion 42H is suppressed.

[0049] To summarize the above, when the front wheel 32a receives vibrations from the uneven portion 42H that are higher than the natural frequency fn of the vehicle 2, the drive unit 24 can apply a positive acceleration to the vehicle 2, thereby suppressing the vibrations that the vehicle 2 receives from the uneven portion 42H.

[0050] Next, referring to FIG. 6, the driving control when the rear wheel 32b receives vibration from the uneven portion 42H will be described. Before the rear wheel 32b receives vibration from the uneven portion 42H, the braking device 23 controlled by the control unit 25 applies a negative acceleration A to the automobile 2, causing the automobile 2 to be in a nose-down state. That is, by applying a negative acceleration A to the automobile 2, a rotational motion R about the center of gravity G due to the law of inertia occurs, and the upper part 31 of the vehicle body tilts forward. By the automobile 2 being in a nose-down state, the wheel load Mb of the rear wheel 32b decreases compared to the wheel load Mb during constant speed running. As in the case of FIG. 5A, the natural frequency fn of the automobile 2 also decreases due to the reduction in the wheel load Mb, and the difference between the frequency f and the natural frequency fn increases. As a result, the vibration that the automobile 2 receives from the uneven portion 42H is suppressed. In other words, when the rear wheel 32b is subjected to vibrations from the uneven portion 42H having a frequency higher than the natural frequency fn of the automobile 2, the braking device 23 can apply a negative acceleration to the automobile 2, thereby suppressing the vibrations that the automobile 2 receives from the uneven portion 42H.

[0051] 7 and 8, a case where there is an uneven portion 42L on the road surface 41 that applies vibrations of a frequency lower than the natural frequency fn of the vehicle 2 to the vehicle 2 will be described. Note that the steps up to the step where the control unit 25 determines which is larger between the natural frequency fn and the frequency f are the same as those when there is an uneven portion 42H on the road surface described above, and therefore will be omitted.

[0052] First, referring to FIG. 7, the driving control when the front wheel 32a of the automobile 2 receives vibration from the uneven portion 42L will be described. Before the front wheel 32a receives vibration from the uneven portion 42L, the braking device 23 controlled by the control unit 25 applies a negative acceleration A to the automobile 2, causing the automobile 2 to be in a nose-down state. When the automobile 2 is in a nose-down state, the wheel load Ma of the front wheel 32a increases compared to the wheel load Ma during constant speed running. Contrary to the case of FIG. 5, the wheel load Ma increases, and therefore the natural frequency fn of the automobile 2 increases. Here, the frequency f of the vibration that the uneven portion 42L gives to the automobile 2 is smaller than the natural frequency fn of the automobile 2, so when the natural frequency fn of the automobile 2 increases, the difference between the frequency f and the natural frequency fn becomes large. As a result, the vibration that the automobile 2 receives from the uneven portion 42L is suppressed. In other words, when the front wheels 32a receive vibrations from the uneven portion 42L that are lower than the natural frequency fn of the vehicle 2, the braking device 23 applies a negative acceleration to the vehicle 2, thereby suppressing the vibrations that the vehicle 2 receives from the uneven portion 42L.

[0053] Next, with reference to FIG. 8, a description will be given of the driving control when the rear wheel 32b of the automobile 2 receives vibration from the uneven portion 42L. Before the rear wheel 32b receives vibration from the uneven portion 42L, the driving device 24 controlled by the control unit 25 applies a positive acceleration A to the automobile 2, causing the automobile 2 to be in a nose-up state. When the automobile 2 is in a nose-up state, the wheel load Mb of the rear wheel 32b increases compared to the wheel load Mb during constant speed running. As in the case of FIG. 5C, the wheel load Mb increases, so the natural frequency fn of the automobile 2 increases, and the difference between the vibration frequency f and the natural frequency fn becomes large. As a result, the vibration that the automobile 2 receives from the uneven portion 42H is suppressed. In other words, when the rear wheel 32b receives vibration from the uneven portion 42L that is lower than the natural frequency fn of the automobile 2, the driving device 24 applies a positive acceleration to the automobile 2, thereby suppressing the vibration that the automobile 2 receives from the uneven portion 42L.

[0054] To sum up, the cruise control system according to this embodiment estimates the frequency f of the vibration received by the automobile 2 based on information about the road surface 41, and then controls the natural frequency fn of the automobile 2, thereby suppressing the vibration received by the automobile 2. At this time, the cruise control system according to this embodiment controls the natural frequency fn so as to increase the difference between the frequency f and the natural frequency fn, and therefore can suppress the vibration of the automobile 2 regardless of the frequency f.

[0055] The driving control system according to this embodiment may be executed by a program installed in the arithmetic device 22 and the control unit 25.

[0056] The program includes a set of instructions (or software code) for making the computer perform one or more functions described in the embodiment when the program is read into the computer. The program may be stored in a non-transitory computer-readable medium or a tangible storage medium. By way of example and not limitation, the computer-readable medium or tangible storage medium includes random-access memory (RAM), read-only memory (ROM), flash memory, solid-state drive (SSD) or other memory technology, CD-ROM, digital versatile disc (DVD), Blu-ray (registered trademark) disk or other optical disk storage, magnetic cassette, magnetic tape, magnetic disk storage or other magnetic storage device. The program may be transmitted on a transitory computer-readable medium or communication medium. By way of example and not limitation, the transitory computer-readable medium or communication medium includes electrical, optical, acoustic, or other forms of propagating signals.

[0057] The invention of the present embodiment described above makes it possible to provide a running object control system, a running object control program, and a running object control method that are capable of suppressing vibrations of a running object regardless of the frequency of vibrations received from the road surface.

[0058] Other embodiments The cruise control system according to the present disclosure may be installed in an autonomous vehicle. In an autonomous vehicle, it is difficult for the driver to predict the movement of the vehicle body, so motion sickness due to the vibration of the vehicle body is likely to occur. Therefore, when the cruise control system according to the present disclosure is installed in an autonomous vehicle, the effect of the system is significantly exhibited.

[0059] Furthermore, when the driving control system according to the present disclosure determines that the vehicle in which it is mounted is subjected to vibrations that are dangerous to the passengers, it may issue a warning to the passengers or control the vehicle to stop before the vibrations are received. In such cases, driving control can be performed to further improve the safety of the passengers.

[0060] Furthermore, the cruise control system according to the present disclosure may predict whether the vehicle in which it is installed will turn right or left, taking into account the operation of the turn signal, the operation of the throttle or brake, the detection of traffic lights by a camera or the like, and a navigation system, etc. When the vehicle turns right while traveling on the left side (or turns left while traveling on the right side), the vehicle is likely to receive vibrations of a lower frequency than its own natural frequency from gentle ruts of road surface deviation that exist in the oncoming lane. Therefore, by predicting whether the vehicle in which it is installed will turn right or left, it is possible to grasp in advance the tendency of vibrations that the vehicle in which it is installed will receive from the road surface.

[0061] In addition, the driving control system according to the present disclosure may be executed by artificial intelligence installed in the vehicle.

[0062] A part or all of the above-described embodiments can be described as, but is not limited to, the following supplementary notes. (Appendix 1) A running object control system for controlling vibration of a running object, A means for estimating a frequency of vibration received by the running body based on information on a running surface; a means for controlling a natural frequency of the running body, A running object control system that controls vibration of the running object by increasing the difference between a frequency of vibration received by the running object from the traveling surface and a natural frequency of the running object. (Appendix 2) 2. The running object control system according to claim 1, wherein the natural frequency of the running object is controlled at a timing when a wheel of the running object receives vibration from the traveling surface. (Appendix 3) a timing at which the front wheel of the running body receives vibration from the running surface; and At both timings when the rear wheel of the running body receives vibration from the running surface, 3. The moving object control system according to claim 1, wherein the natural frequency of the moving object is controlled. (Appendix 4) 4. The moving object control system according to claim 1, wherein the natural frequency of the moving object is controlled by controlling a ground load of the moving object. (Appendix 5) 5. The moving object control system according to claim 1, wherein the natural frequency of the moving object is controlled by controlling an acceleration of the moving object. (Appendix 6) A means for estimating a natural frequency of the running body is provided, 6. The moving object control system according to claim 1, wherein the means for controlling the natural frequency of the moving object controls the natural frequency based on an estimated natural frequency. (Appendix 7) 7. The vehicle control system according to claim 6, further comprising: a vehicle speed controller that estimates a natural frequency of the vehicle based on at least one of information on the number of passengers in the vehicle, a load, a vehicle speed, and a characteristic of the vehicle. (Appendix 8) Based on information on the traveling surface detected by the traveling object itself, 8. The moving object control system according to claim 1, further comprising: a vibration frequency estimating unit estimating unit vibration frequency that the moving object receives from the traveling surface. (Appendix 9) Based on information on the traveling surface detected by the traveling object itself using LIDAR (Laser Imaging Detection and Ranging), 9. The running object control system according to claim 8, further comprising: a vibration frequency that the running object receives from the traveling surface. (Appendix 10) Based on information on the traveling surface detected by the traveling object itself using a camera, 9. The running object control system according to claim 8, further comprising: a vibration frequency that the running object receives from the traveling surface. (Appendix 11) Using a camera, an image of a second moving object moving ahead is captured, 11. The vehicle control system according to claim 10, further comprising: acquiring information about the traveling surface from an image of the second vehicle. (Appendix 12) Based on information on the traveling surface detected by a device other than the traveling object, 12. The moving object control system according to claim 1, further comprising: a vibration frequency estimating unit estimating unit vibration frequency that the moving object receives from the traveling surface. (Appendix 13) Based on the information of the traveling surface detected by the second moving body, 13. The running object control system according to claim 12, further comprising: a vibration frequency estimating unit estimating unit vibration frequency that the running object receives from the running surface. (Appendix 14) Based on the information on the travel surface recorded in the external storage device, 13. The running object control system according to claim 12, further comprising: a vibration frequency estimating unit estimating unit vibration frequency that the running object receives from the running surface. (Appendix 15) When the absolute value of the difference between the frequency of the vibration received by the running body from the running surface and the natural frequency of the running body is greater than a predetermined threshold value, 15. The moving object control system according to claim 1, wherein the natural vibration frequency of the moving object is not controlled. (Appendix 16) A method for controlling vibration of a moving object, comprising: estimating a frequency of vibration received by the running body based on information of a running surface; and controlling a natural frequency of the running body, A method for controlling a running body, comprising: increasing a difference between a frequency of vibration received by the running body from the traveling surface and a natural frequency of the running body, thereby controlling vibration of the running body. (Appendix 17) A means for estimating a frequency of vibration received by the running body based on information on a running surface; a means for controlling a natural frequency of the running body, A running body control system is used to control vibration of the running body by increasing a difference between a frequency of vibration received by the running surface of the running body and a natural frequency of the running body, A vehicle control program for controlling the vehicle. (Appendix 18) A means for estimating a frequency of vibration to which the vehicle itself is subjected based on information about a running surface; means for controlling its own natural frequency; A running body that controls its own vibration by increasing the difference between the frequency of the vibration it receives from the running surface and its own natural vibration frequency. [Explanation of symbols]

[0063] 1 Vehicle control system 2. Automobiles 3. Vehicle ahead 11 Frequency estimation part 12 Natural frequency control section 13. Driving information acquisition unit 14 LIDAR 15 Vehicle body vibration detection unit 16 Processing section 17 Means of transmission and reception 21 Road surface information acquisition section 22 Arithmetic unit 23 Braking device 24 Drive unit 25 Control Unit 31 Upper body 32a front wheel 32b rear wheel 41 Road surface 42H, 42L uneven part 100, 101, 102, 103 area Ma, Mb Wheel load V Direction of travel A acceleration G center of gravity R Rotational motion a Angle LB Laser Beam

Claims

1. A running object control system for controlling vibration of a running object, A means for estimating a frequency of vibration received by the running body based on information on a running surface; A means for controlling a natural frequency of the running body; A means for predicting a right turn of the moving object based on information detected by the moving object; Equipped with the means for estimating the vibration frequency estimates a vibration frequency to which the traveling body is subjected as a vibration frequency lower than the natural frequency based on a prediction result of a right turn, The difference between the frequency of the vibration received by the running body from the running surface and the natural frequency of the running body is A moving object control system for controlling vibration of the moving object by increasing the vibration of the moving object.

2. At a timing when the wheels of the running body receive vibration from the running surface, The vehicle control system according to claim 1, wherein the vehicle control system controls a vibration frequency.

3. a timing at which the front wheel of the running body receives vibration from the running surface; and At both timings when the rear wheel of the running body receives vibration from the running surface, The moving object control system according to claim 1 or 2, further comprising a control unit for controlling a natural frequency of the moving object.

4. The method of claim 1, wherein the natural frequency of the running body is controlled by controlling the ground load of the running body.

4. A vehicle control system according to any one of claims 1 to 3.

5. The present invention relates to a method for controlling a natural frequency of a running object by controlling an acceleration of the running object.

5. A vehicle control system according to any one of claims 1 to 4.

6. A means for estimating a natural frequency of the running body is provided, The means for controlling the natural frequency of the running body controls the natural frequency based on the estimated natural frequency.

6. A vehicle control system according to claim 1, further comprising a control circuit for controlling a number of movements of the vehicle.

7. Based on information on the traveling surface detected by the traveling object itself, 7. Any one of claims 1 to 6, wherein a frequency of vibration received by said running body from said running surface is estimated.

2. A vehicle control system according to claim 1.

8. Based on information on the traveling surface detected by a device other than the traveling object, 8. Any one of claims 1 to 7, wherein the frequency of vibration received by said running body from said running surface is estimated.

2. A vehicle control system according to claim 1.

9. A method for controlling a moving object by a computer-based moving object control system for controlling the vibration of the moving object There was, estimating a frequency of vibration received by the running body based on information of a running surface; Controlling the natural frequency of the running body; predicting a right turn of the moving body based on information detected by the moving body; Equipped with In the step of estimating the vibration frequency, a vibration frequency of the vibration received by the traveling body is estimated as a frequency lower than the natural frequency based on a prediction result of a right turn, The difference between the frequency of the vibration received by the running body from the running surface and the natural frequency of the running body is By increasing the vibration of the running body, the computer executes a process to control the vibration of the running body. Control methods.

10. A means for estimating a frequency of vibration received by the moving body based on information about the moving surface; A means for controlling a natural frequency of the running body; A means for predicting a right turn of the moving object based on information detected by the moving object; Equipped with the means for estimating the vibration frequency estimates a vibration frequency to which the traveling body is subjected as a vibration frequency lower than the natural frequency based on a prediction result of a right turn, The difference between the frequency of the vibration received by the running body from the running surface and the natural frequency of the running body is By increasing the vibration of the running body, a running body control system is used to control the vibration of the running body. A moving object control program that causes a computer to execute processing for controlling the moving object.

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