Vehicle integrated control device and vehicle integrated control method

Abstract

To provide an integrated vehicle control device which improve ride quality of an occupant and prevents onset of a motion disease even when operation of an actuator is restricted.SOLUTION: An integrated vehicle control device comprises: a first target value generation section which acquires target motion quantity of a control shaft related to a vehicle operation task and generates a first motion parameter, at least one motion parameter; a second target value generation section which generates a second motion parameter, different from the first motion parameter, so as to optimize a sensibility index on the basis of the first motion parameter; a restriction generation section which generates motion restriction quantity with respect to the second motion parameter on the basis of the first motion parameter and an operation range of an actuator; a final target generation section which corrects the second motion parameter on the basis of the motion restriction quantity; and an operation quantity allocation section which determines operation quantity of the actuator on the basis of the first motion parameter and the second motion parameter corrected with the final target generation section.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a vehicle integrated control device and a vehicle integrated control method that control the posture of a vehicle so as to improve the riding comfort of passengers and prevent the onset of motion sickness.

Background Art

[0002] As a vehicle integrated control device for controlling the posture of a vehicle, for example, there is Japanese Patent Application Laid-Open No. 2018-47760 (Patent Document 1).

[0003] Patent Document 1 describes a vehicle posture control device (vehicle integrated control device) that controls the posture of a vehicle in which a number of posture control devices greater than the number of degrees of freedom of posture control are installed. A target value calculation unit calculates a target motion state quantity of the number of degrees of freedom based on the state of the vehicle, and a control force calculation unit calculates a control force vector such that the square norm of the control force vector for driving the posture control device is minimized and the target motion state quantity is realized (see the summary of Patent Document 1).

[0004] Further, Patent Document 1 describes that the target value calculation unit outputs the calculated target vertical force Fz, target roll moment Mx, target pitch moment My, target yaw moment Mz, and target longitudinal force Fx to the control force calculation unit (see Patent Document 0027).

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] Patent Document 1 describes a vehicle integrated control device that controls the posture of a vehicle in which a number of posture control devices greater than the number of degrees of freedom of posture control are installed.

[0007] However, Patent Document 1 does not describe the operating range of the attitude control device (actuator) when controlling the attitude of the vehicle.

[0008] Therefore, in the vehicle integrated control device described in Patent Document 1, the target vertical force Fx, the target longitudinal force Fz, the target roll moment Mx, the target pitch moment My, and the target yaw moment Mz calculated by the target value calculation unit are not necessarily actually achievable. As a result, the attitude of the vehicle generated by actuator limitations may deteriorate the ride comfort of the occupants and may lead to the onset of motion sickness.

[0009] Therefore, the present invention provides a vehicle integrated control device and a vehicle integrated control method that appropriately correct a target value based on actuator limitations, improve the ride comfort of occupants, prevent the onset of motion sickness, integrally control actuators, and control the attitude of a vehicle even in an environment where actuator limitations exist.

Means for Solving the Problems

[0010] To solve the above problems, the vehicle integrated control device and the vehicle integrated control method of the present invention control motion parameters constituted by the moving direction on a maximum of three control axes and the rotational direction around this control axis of the attitude of a vehicle in which a plurality of actuators are installed.

[0011] And the vehicle integrated control device of the present invention includes a first target value generation unit that acquires a target motion amount of a control axis related to a driving task of the vehicle and generates a first motion parameter that is at least one of the motion parameters, a second target value generation unit that generates a second motion parameter different from the first motion parameter so as to optimize a sensory index based on the first motion parameter, 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 generates an operation amount of the actuator based on the first motion parameter and the second motion parameter corrected by the final target generation unit.

[0012] Then, in the vehicle integrated control method of the present invention, a first target value generation unit acquires the target momentum of the control axis related to the driving task of the vehicle, generates a first motion parameter which is at least one motion parameter, and a second target value generation unit generates a second motion parameter different from the first motion parameter based on the first motion parameter so as to optimize the sensory index. A limit generation unit generates a motion limit amount of the second motion parameter based on the first motion parameter and the operating range of the actuator, and a final target generation unit corrects the second motion parameter based on the motion limit amount. An operation amount allocation unit generates an operation amount of the actuator based on the first motion parameter and the second motion parameter corrected by the final target generation unit.

Advantages of the Invention

[0013] According to the present invention, even in an environment where there is an actuator limit, the target value can be appropriately corrected based on the actuator limit, the riding comfort of the occupant can be improved, the onset of motion sickness can be prevented, the actuator can be integratedly controlled, and a vehicle integrated control device and a vehicle integrated control method for controlling the posture of the vehicle can be provided.

[0014] In addition, problems, configurations, and effects other than those described above will be clarified by the description of the following embodiments.

Brief Description of the Drawings

[0015]

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Mode for Carrying Out the Invention

[0016] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In each drawing, substantially the same or similar configurations are denoted by the same reference numerals, and their configurations will be described. When the description is redundant, the redundant description may be omitted.

Embodiment

[0017] First, the overall configuration of the vehicle 1 described in Embodiment 1 will be described.

[0018] FIG. 1 is a plan view for explaining the overall configuration of the vehicle 1 described in Embodiment 1.

[0019] The vehicle 1 includes a vehicle integrated control device 2, an external control device 3, a combined sensor 4, wheels 11, a motor 12, a brake mechanism 13, a steering mechanism 14, a suspension 15, an accelerator pedal 16, a brake pedal 17, and a steering wheel 18.

[0020] In FIG. 1, FL attached to the reference numeral indicates a configuration corresponding to the left front, FR indicates the right front, RL indicates the left rear, and RR indicates the right rear. For example, in the wheels 11, 11 FL 、11 FR 、11 RL 、11 RR respectively indicate the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel. Also, in FIG. 1, F attached to the reference numeral indicates a configuration corresponding to the front side, and R indicates a configuration corresponding to the rear side. For example, 14 F 、14 R respectively indicate the front steering mechanism and the rear steering mechanism.

[0021] Hereinafter, the front-rear direction of the vehicle 1 is defined as the x-axis (the forward direction is positive), the left-right direction is defined as the y-axis (the left direction is positive), and the up-down direction is defined as the z-axis (the upward direction is positive), and each configuration will be described.

[0022] The vehicle integrated control device 2 is a control device that integrally controls each actuator such as the motor 12, the brake mechanism 13, the steering mechanism 14, and the suspension 15 in response to the driver's operation (operation command), an external command from the external control device 3, and a detection signal from the combined sensor 4 (detection signals regarding a total of six degrees of freedom control axes of accelerations in the front-rear, left-right, and up-down directions, and rates of roll, pitch, and yaw).

[0023] Specifically, the vehicle integrated control device 2 is an ECU (Electronic Control Unit) having hardware such as an arithmetic device like a CPU, a main storage device such as a semiconductor memory, an auxiliary storage device, and a communication device.

[0024] Then, the vehicle integrated control device 2 realizes each function described later by the arithmetic device executing a program loaded from the auxiliary storage device to the main storage device. Hereinafter, such well-known technologies will be appropriately omitted in the description.

[0025] The external control device 3 is a host controller that executes driving support control and autonomous driving control via the vehicle integrated control device 2. Based on external information acquired by various external sensors (such as cameras, radars, and LiDARs) not shown, it calculates a speed command value or an acceleration command value for realizing adaptive cruise control (ACC) to follow a preceding vehicle, or a yaw command value for realizing lane-keep control (LKC) to maintain driving within a lane, and outputs them as external commands to the vehicle integrated control device 2.

[0026] In FIG. 1, the vehicle integrated control device 2 and the external control device 3 are shown as separate bodies, but they may be realized by a single ECU.

[0027] ≪Drive system of vehicle 1≫ Here, the drive system of vehicle 1 will be described.

[0028] As a main part of the drive system, the vehicle 1 is equipped with a torque generator that applies driving force to each wheel 11. One example of this torque generator is an engine or a motor that transmits driving force to a pair of left and right wheels 11 via a differential gear and a drive shaft.

[0029] Another example of the torque generator is an in-wheel motor type motor 12 that independently drives each wheel 11. Hereinafter, embodiments will be described on the premise of the vehicle 1 shown in FIG. 1, in which the in-wheel motor type motors 12 are mounted on the respective wheels 11.

[0030] When the driver wants to move the vehicle 1 forward (or backward), the driver operates the accelerator pedal 16 after setting the shift lever to a desired setting. At this time, the stroke sensor 16a detects the depression amount of the accelerator pedal 16, and the acceleration control device 16b outputs an accelerator command obtained by converting the depression amount to the vehicle integrated control device 2.

[0031] The vehicle integrated control device 2 supplies power corresponding to the input accelerator command from a battery (not shown) to the motors 12 of each wheel and controls each motor torque. As a result, the vehicle 1 can be accelerated or decelerated according to the operation of the accelerator pedal 16.

[0032] Also, when performing driving support or automatic driving according to an external command from the external control device 3, the vehicle integrated control device 2 controls each motor torque by supplying desired power to the motors 12 of each wheel according to the input external command. As a result, the vehicle 1 is accelerated or decelerated, and the desired driving support or automatic driving is executed.

[0033] ≪Braking System of Vehicle 1≫ Next, the braking system of the vehicle 1 will be described.

[0034] As a main part of the braking system, the vehicle 1 is equipped with a wheel cylinder 13a that applies braking force to each wheel 11. This wheel cylinder 13a is composed of, for example, a cylinder, a piston, a pad, a disk rotor, and the like.

[0035] In this wheel cylinder 13a, the piston is propelled by the working fluid supplied from the master cylinder, and the pad connected to the piston is pressed against the disk rotor that rotates with the wheel 11, so that the braking torque acting on the disk rotor becomes the braking force acting between the wheel 11 and the road surface.

[0036] When the driver wants to brake the vehicle 1, the driver operates the brake pedal 17. At this time, the stepping force with which the driver steps on the brake pedal 17 is increased by a brake booster (not shown), and the master cylinder generates a hydraulic pressure substantially proportional to the stepping force.

[0037] The generated hydraulic pressure is supplied to the wheel cylinders 13a of each wheel via the brake mechanism 13 FL 、13a FR 、13a RL 、13a RR . Therefore, in response to the driver's brake pedal operation, the pistons of the wheel cylinders 13a of each wheel are pressed against the disk rotor, generating a braking force on each wheel.

[0038] Note that in the vehicle 1 equipped with the vehicle integrated control device 2, the brake booster and the master cylinder may be omitted. In this case, the brake pedal 17 and the brake mechanism 13 are directly connected, and when the driver steps on the brake pedal 17, the brake mechanism 13 directly operates.

[0039] Also, when performing driving assistance or automatic driving in response to an external command from the external control device 3, the vehicle integrated control device 2 controls the brake mechanism 13 and the wheel cylinders 13a of each wheel via the brake control device 13b according to the input external command. As a result, the vehicle 1 is braked and the desired driving assistance or automatic driving is executed. Note that the brake control device 13b also has the function of converting the operation amount of the brake pedal 17 by the driver into a brake command and outputting it to the vehicle integrated control device 2 as an external command.

[0040] ≪Steering system of vehicle 1≫ Next, the steering system of the vehicle 1 will be described.

[0041] As a main part of the steering system, the vehicle 1 is equipped with a steering mechanism 14 that applies steering force to each wheel 11. In FIG. 1, the front wheels 11 F (the left front wheel 11 FL , the right front wheel 11 FR ) are steered by the front-side steering mechanism 14 F and the rear wheels 11 R (the left rear wheel 11 RL , the right rear wheel 11 RR ) are steered by the rear-side steering mechanism 14 R . However, it is not necessary to have a steering mechanism 14 at the front and rear. For example, the rear-side steering mechanism 14 R may be omitted.

[0042] When the driver wants to steer the vehicle 1, the driver operates the steering wheel 18. At this time, the "steering torque" and "steering angle" input by the driver via the steering wheel 18 are detected by the steering torque detection device 18a and the steering angle detection device 18b.

[0043] The front-side steering control device 14a F controls the front-side steering motor 14b F based on the detected steering torque and steering angle to generate an assist torque for steering the front wheels 11 F . Similarly, the rear-side steering control device 14a R controls the rear-side steering motor 14b R based on the detected steering torque and steering angle to generate an assist torque for steering the rear wheels 11 R .

[0044] Also, when implementing driving assistance or automatic driving in response to an external command from the external control device 3, the vehicle integrated control device 2 controls the steering torque of the steering motor 14b via the steering control device 14a. As a result, the vehicle 1 is braked and the desired driving assistance or automatic driving is executed. In that case, the steering wheel 18 may be omitted.

[0045] <<Suspension System of Vehicle 1>> Next, the suspension system of vehicle 1 will be described.

[0046] As a main part of the suspension system, vehicle 1 is equipped with a suspension 15 for absorbing vibrations and impacts generated at each wheel 11 and improving the stability and ride comfort of the vehicle body. This suspension 15 is, for example, a semi-active suspension that combines a damper with variable viscosity and a coil spring, or a full-active suspension that combines an adjustment actuator with adjustable length, a damper, and a coil spring and can arbitrarily change the relative distance between the vehicle body and the wheel 11.

[0047] The vehicle integrated control device 2 not only improves the stability and ride comfort of the vehicle body by controlling the viscosity of the semi-active suspension and the length of the full-active suspension, but also appropriately controls the posture of vehicle 1 according to the environment.

[0048] Next, the input and output signals of the vehicle integrated control device 2 described in the first embodiment will be described.

[0049] FIG. 2 is a schematic diagram for explaining the input and output signals of the vehicle integrated control device 2 described in the first embodiment.

[0050] External commands such as an accelerator command, a brake command, a steering torque, and a steering angle, which are generated when the driver operates the accelerator pedal 16, the brake pedal 17, the steering wheel 18, etc., are input to the vehicle integrated control device 2 as external commands.

[0051] In addition, a total of six degrees of freedom of external commands, namely, a front-rear command value, a left-right command value, an up-down command value, a roll command value, a pitch command value, and a yaw command value, which are generated by the external control device 3 during driving assistance control or automatic driving control, are input to the vehicle integrated control device 2.

[0052] Furthermore, detection values (detection signals) of accelerations in the front-rear, left-right, and up-down directions and rates of roll, pitch, and yaw are input to the vehicle integrated control device 2 from the combine sensor 4.

[0053] Then, based on the external command and the detection value (detection signal), the vehicle integrated control device 2 controls the motor 12 (12 FL ~12 RR ), the brake mechanism 13 (the wheel cylinder 13a FL ~13a RR ), the steering mechanism 14 (the steering motor 14b F , 14b R ), and the suspension 15 (15 FL ~15 RR ) by appropriately distributing the operation amount of each, and executes the control of driving, braking, steering, and suspension, thereby realizing the desired vehicle control including attitude control.

[0054] Also, hereinafter, the motor 12, the brake mechanism 13, the steering mechanism 14, and the suspension 15 may be collectively referred to as the "actuator" in some cases.

[0055] Note that since the vehicle 1 shown in FIG. 1 corresponds to manual driving, although the external commands caused by the driver are also described in FIG. 2, the first embodiment can also be applied to the vehicle 1 corresponding only to fully automatic driving or remote operation driving. In that case, the configuration may be such that the external commands caused by the driver are omitted.

[0056] Next, the functional blocks of the vehicle integrated control device 2 described in the first embodiment will be described.

[0057] FIG. 3 is an explanatory diagram for explaining the functional blocks of the vehicle integrated control device 2 described in the first embodiment.

[0058] In FIG. 2, a vehicle integrated control device 2 is shown in which three types of external commands caused by the driver are input, and six types of external commands from the external control device 3 are input. However, depending on the specifications of the external control device 3, it is possible that any of the external commands may not be input.

[0059] Therefore, in FIG. 3, a situation in which any of the external commands from the inputtable external control device 3 is missing is shown, and the vehicle integrated control device 2 described in the first embodiment is explained.

[0060] Note that, hereinafter, among the six types of external commands (front-rear command value, left-right command value, up-down command value, roll command value, pitch command value, yaw command value) that can be input from the external control device 3, any three types of command values are referred to as the first command value, the second command value, and the third command value.

[0061] Even when the types of input external commands are insufficient, the vehicle integrated control device 2 described in Embodiment 1 can generate internal commands that substitute for the uninput external commands within the range of actuator restrictions, which are the restrictions on the operation amounts of each actuator such as the motor 12, the brake mechanism 13, the steering mechanism 14, and the suspension 15, so as to realize attitude control that does not impair the driver's operation feeling and the passenger's riding comfort. Considering this internal command, the operation amounts of the motor 12, the brake mechanism 13, the steering mechanism 14, the suspension 15, etc. are appropriately distributed.

[0062] To realize such control, the vehicle integrated control device 2 includes a target value 1 generation unit 21, a target value 2 generation unit 22, a restriction generation unit 23, a final target generation unit 24, and an operation amount allocation unit 25.

[0063] The target value 1 generation unit 21 acquires an external command (control target based on the driving task) from the external control device 3, generates a target value 1, and outputs it to the target value 2 generation unit 22, the restriction generation unit 23, and the operation amount allocation unit 25.

[0064] When three types of external commands (accelerator command, brake command, steering torque / steering angle) caused by the driver are input, the target value 1 generation unit 21 converts these external commands into front-rear command values, left-right command values, and yaw command values of the same type as the external commands from the external control device 3 and outputs them as the target value 1.

[0065] The target value 2 generation unit 22 generates a target value 2 that is of the same type as the external commands of the types that were not input or is an internal command that can be used as a substitute based on the input type of the target value 1, and outputs it to the final target generation unit 24.

[0066] Here, the target value 2 generation unit 22 is responsible for generating the target value of the vehicle motion in consideration of the riding comfort of the occupant, and generates the target value 2 so as to optimize the sensory index for evaluating the riding comfort of the occupant (for example, to minimize the incidence of motion sickness).

[0067] Also, the target value 2 generation unit 22 generates the target value 2 so as to reduce the inertial acceleration (inertial acceleration in the longitudinal and / or lateral directions) generated in the occupant based on the target value 1.

[0068] The limit generation unit 23 generates the limit value of the target value 2 generated by the target value 2 generation unit 22 based on the input type of the target value 1 and the operating range of each actuator (actuator limit) mounted on the vehicle 1, and outputs it to the final target generation unit 24.

[0069] For example, in the target value 1 generation unit 21, when the longitudinal acceleration, lateral acceleration, and yaw rate are generated as the target value 1, it is highly likely that the remaining vertical acceleration, roll angle, and pitch angle are generated as the target value 2 in the target value 2 generation unit 22. At this time, the limit generation unit 23 generates the operating range (actuator limit) of each actuator generated based on the target value 1 for at least one of the vertical acceleration, roll angle, and pitch angle.

[0070] Also, the limit generation unit 23 generates the upper limit or lower limit of the roll angle or pitch angle as the limit value of the target value 2.

[0071] The final target generation unit 24 corrects the target value 2 based on the target value 2 output from the target value 2 generation unit 22 and the actuator limit generated by the limit generation unit 23, generates the final target value which is the final target value of the vehicle motion, and outputs it to the operation amount allocation unit 25.

[0072] The operation amount allocation unit 25 appropriately controls the allocation of operation amounts for the motor 12, the brake mechanism 13, the steering mechanism 14, the suspension 15, etc., based on the input type of target value 1 (external command acquired from the external control device 3) and the final target value generated by the final target generation unit 24 (target value 2 corrected by the final target generation unit 24).

[0073] As a result, even for vehicle motions corresponding to external commands of types not input from the external control device 3, it is possible to realize attitude control (actuator control) that improves the driver's operating feeling and the passenger's riding comfort.

[0074] As described above, the vehicle integrated control device 2 and the vehicle integrated control method described in the first embodiment control the motion parameters constituted by the moving directions (front-rear, left-right, up-down) on a maximum of three control axes and the rotational directions (roll, pitch, yaw) centered on these control axes of the attitude of the vehicle 1 provided with a plurality of actuators, and generate (determine) the target values of the vehicle motion in consideration of the operating range of the actuators.

[0075] And the vehicle integrated control device 2 · A target value 1 generation unit (first target value generation unit) 21 that acquires the target motion amount (external command) of the control axis related to the driving task (vehicle motion) of the vehicle 1 and generates a first motion parameter (target value 1) that is at least one motion parameter, · A target value 2 generation unit (second target value generation unit) 22 that generates a second motion parameter (target value 2) different from the first motion parameter so as to optimize the sensory index based on the first motion parameter, · A limit generation unit 23 that generates the motion limit amount (limit value of target value 2) of the second motion parameter based on the first motion parameter and the operating range of the actuator, · A final target generation unit 24 that corrects the second motion parameter based on the motion limit amount, · An operation amount allocation unit 25 that generates the operation amount of the actuator based on the first motion parameter and the second motion parameter corrected by the final target generation unit 24, and has.

[0076] And the vehicle integrated control method is as follows: · In a target value 1 generation unit (first target value generation unit) 21, a target momentum (external command) of a control axis related to a driving task (vehicle movement) of the vehicle 1 is acquired, and a first motion parameter (target value 1), which is at least one motion parameter, is generated; · In a target value 2 generation unit (second target value generation unit) 22, based on the first motion parameter, a second motion parameter (target value 2) different from the first motion parameter is generated so as to optimize a sensory index; · In a limit generation unit 23, based on the first motion parameter and the operating range of the actuator, a motion limit amount (limit value of the target value 2) of the second motion parameter is generated; · In a final target generation unit 24, the second motion parameter is corrected based on the motion limit amount; · In an operation amount allocation unit 25, based on the first motion parameter and the second motion parameter corrected by the final target generation unit 24, an operation amount of the actuator is generated. It has the above steps.

[0077] As described above, according to the vehicle integrated control device 2 and the vehicle integrated control method described in the first embodiment, even in an environment where there is an actuator limit, the target value of the vehicle movement can be appropriately corrected based on the actuator limit, the riding comfort of the occupant can be improved, and the actuator can be integratedly controlled so as to prevent the onset of motion sickness (optimize the sensory index).

[0078] Next, a method for calculating the motion sickness incidence rate will be described.

[0079] FIG. 4 is an explanatory diagram for explaining the method for calculating the motion sickness incidence rate.

[0080] Here, as an example of a sensory index for evaluating the riding comfort of an occupant, a motion sickness incidence rate (MSI), which is the incidence rate of motion sickness (so-called "car sickness"), will be described.

[0081] The motion sickness incidence rate (MSI) can be calculated by a calculation method as shown in, for example, FIG. 4. That is, the MSI can be calculated based on the three-axis head acceleration + gravitational acceleration, the three-axis head angular velocity, and the three-axis head acceleration. Note that the "head acceleration" and "head angular velocity" in FIG. 4 are the acceleration and angular velocity received by the occupant's head during the driving of the vehicle 1.

[0082] Since the smaller the MSI, the less likely the occupant is to develop motion sickness and the better the riding comfort, the target value 2 generation unit 22 generates an internal command to make the MSI smaller.

[0083] Note that the target value 2 generation unit 22 has learned the correspondence between the sensory index and the internal command, and can generate an internal command (target value 2) to improve the MSI without measuring the occupant's head acceleration and head angular velocity in real time.

[0084] Another example of the sensory index is MSDV (Motion Sickness Dose Value). This is a value obtained by extracting a specific frequency component that is particularly likely to cause motion sickness from the accelerations generated in the human body. The higher this value, the more likely motion sickness is to occur. Therefore, when focusing on this sensory index, the target value 2 generation unit 22 generates an internal command to control the accelerations in the front-rear, left-right, and up-down directions so as not to generate that specific frequency component.

[0085] Another example of the sensory index is the time constant with respect to the steering angle. This is defined as the response time (delay time) of the left-right acceleration, roll, and yaw rates with respect to the change in the steering angle as the time constant. A small difference in the time constants for these three momenta (left-right acceleration, roll, and yaw) (the three momenta have similar values) makes it easier to drive, and as a result, the vehicle is more comfortable for the occupant. Therefore, when focusing on this sensory index, the target value 2 generation unit 22 uses this "difference in time constants" as an index and generates an internal command to control the left-right acceleration, roll, and yaw so as to make this index smaller.

[0086] In addition, as another example of the sensory index, there are biological signals (e.g., sweating and heartbeat). When a passenger develops motion sickness, an increase in heart rate and sweating on the palms and forehead can be observed. Therefore, when focusing on this sensory index, the target value 2 generation unit 22 generates an internal command to control the six-axis momentum so that this biological signal improves.

[0087] Next, the mechanism leading to the onset of motion sickness and the mechanism for preventing the onset of motion sickness will be described.

[0088] FIG. 5 is an explanatory diagram for explaining the mechanism leading to the onset of motion sickness, and FIG. 6 is an explanatory diagram for explaining the mechanism for preventing the onset of motion sickness.

[0089] Using FIGS. 5 and 6, the relationship between the inertial acceleration 53 generated in the vehicle 1 and the MSI will be described.

[0090] In the left diagram (a) of FIG. 5, the vehicle 1 is shown moving forward toward the front and turning to the right side in the traveling direction. At this time, an inertial acceleration 53 is generated on the outside of the turn (the left side direction in this paper) with respect to the vehicle 1. In a conventional vehicle 1 (where the present invention is not used), a roll angle 51 is generated in the outside direction of the turn during turning. At the same time, on the head of the passenger in the vehicle, a gravitational acceleration 52 is always generated in the vertically downward direction with respect to the ground, and an inertial acceleration 53 is generated in the outside direction of the turn.

[0091] In the right diagram (b) of FIG. 5, the inertial acceleration 53 generated on the head of the passenger is extracted and drawn. At this time, due to the roll angle 51, the gravitational acceleration 52' expected by the passenger becomes the downward direction with respect to the vehicle 1 (the downward right side direction in this paper). On the other hand, a combined acceleration 54 (the downward left side direction in this paper) of the original gravitational acceleration 52 and the inertial acceleration 53 generated by the turn is generated on the head of the passenger. The MSI is calculated as the (angle formed by the vector of the gravitational acceleration 52' expected by the passenger and the vector of the combined acceleration 54).

[0092] On the left side (a) of Fig. 6, similar to Fig. 5, it shows the state where the vehicle 1 is moving forward towards the front and turning to the right side in the traveling direction. In this case, for the vehicle 1, an inertial acceleration 53 is generated in the outer turning direction (the left side direction in this paper). In the vehicle 1 where the present invention is used, a roll angle 51 is generated in the inner turning direction during turning. At the same time, on the head of the occupant during riding, a gravitational acceleration 52 is always generated in the vertically downward direction with respect to the ground, and an inertial acceleration 53 is generated in the outer turning direction.

[0093] In the right figure (b) of Fig. 6, similar to Fig. 5, the inertial acceleration 53 generated on the head of the occupant is extracted and drawn. At this time, due to the roll angle 51, the gravitational acceleration 52' expected by the occupant is in the downward direction (the downward left side direction in this paper) with respect to the vehicle 1. On the other hand, a combined acceleration 54 (the downward left side direction in this paper) of the original gravitational acceleration 52 and the controlled acceleration 53 generated by turning is generated on the head of the occupant. The MSI is calculated as the deviation 550 between the gravitational acceleration 52' expected by the occupant and the combined acceleration 54.

[0094] And the larger the deviation 550 between the gravitational acceleration 52' expected by the occupant and the combined acceleration 54, the more likely the occupant is to develop motion sickness. Comparing the case of Fig. 5 and the case of Fig. 6, in the case of Fig. 5, the roll angle 51 is generated in the outer turning direction, while in the case of Fig. 6, the roll angle 51 is generated in the inner turning direction.

[0095] As a result, in the case of Fig. 6 compared with the case of Fig. 5, the deviation 550 between the gravitational acceleration 52' expected by the occupant and the combined acceleration 54 becomes smaller. That is, in the case of Fig. 6 compared with the case of Fig. 5, the onset of motion sickness of the occupant is reduced. The present invention uses such a principle. As shown in Fig. 6, by controlling the attitude of the vehicle, the deviation 550 is made smaller, and the onset of motion sickness of the occupant is reduced.

[0096] That is, the target value 2 generation unit 22 controls the roll angle so that the combined acceleration 54 of the inertial acceleration 53 generated in the left-right direction and the gravitational acceleration 52 becomes the vertically downward direction with respect to the vehicle 1, and the deviation 550 between the combined acceleration 54 and the gravitational acceleration 52' expected by the occupant is reduced, thereby minimizing the MSI.

[0097] In this way, the most reduction of the MSI is achieved when the direction of the gravitational acceleration 52' expected by the occupant coincides with the direction of the combined acceleration 54. When such a roll angle 51 is θ, and the gravitational acceleration 52 is G and the lateral inertial acceleration 53 generated by turning is Ay, θ is expressed by Equation 1.

[0098] 〔Equation 1〕 θ = arctan(Ay / G) Here, the inertial acceleration 53: Ay is defined as positive when it is generated in the left direction with respect to the traveling direction of the vehicle 1, that is, when the vehicle 1 turns to the right. At this time, the roll angle 51 calculated is also positive (counterclockwise with respect to the traveling direction), that is, it becomes a roll in the turning inner side (right side) direction.

[0099] Next, the vehicle 1 entering the left curve in the first embodiment will be described.

[0100] FIG. 7 is a plan view for explaining the vehicle 1 entering the left curve in the first embodiment.

[0101] The road shape described here is a left curve, and the vehicle 1 enters the road having the shape of this left curve. The driving operation executed here is a left turn.

[0102] The road shown here is divided into a first section (~A) with a curvature of 0 (straight line), a second section (A~B) with a gradually increasing curvature (monotonically increasing curvature: increasing left-right acceleration), a third section (B~C) with a constant curvature (steady turning), a fourth section (C~D) with a gradually decreasing curvature (monotonically decreasing curvature: decreasing left-right acceleration), and a fifth section (D~) with a curvature of 0 (straight line).

[0103] Next, the behavior of the roll angle based on the actuator limit of the vehicle 1 will be described.

[0104] FIG. 8 is an explanatory diagram for explaining the behavior of the roll angle based on the actuator limit of the vehicle 1, and shows the actuator limit at the roll angle 51 generated in the third section shown in FIG. 7.

[0105] And the vehicle 1 shown in FIG. 8 is all traveling forward, and shows a state of turning to the right in the traveling direction as shown in the road shape shown in FIG. 7.

[0106] FIG. 8(a) shows the posture of the conventional vehicle 1. As described also in FIG. 5, in the conventional vehicle 1, a roll angle 51(a) is generated in the outward turning direction.

[0107] FIG. 8(b) shows the posture of the vehicle 1 in which the present invention is used. As described also in FIG. 6, in the vehicle 1 in which the present invention is used, a roll angle 51(b) is generated in the inward turning direction. However, this roll angle 51(b) is the target value 2 generated by the target value 2 generation unit 22, and is the target value 2 that has not been corrected by the final target generation unit 24.

[0108] FIG. 8(c) shows the posture of the vehicle 1 in which the present invention is used and the corrected target value 2 is used.

[0109] The actually generated roll angle 51(c) is limited by the operating range of the actuator that realizes the change in the roll angle 51(b), for example, the torque upper limit of the motor 12 or the thrust upper limit of the suspension 15, and is generated as a roll angle 51(c) that swings outward in the roll direction beyond the roll angle 51(b).

[0110] This is generated by the limit generation unit 23 generating a limit value of the target value 2 generated by the target value 2 generation unit 22 based on the operating range of the actuator, and the final target generation unit 24 correcting the target value 2 based on the actuator limit (limit value of the target value 2) generated by the limit generation unit 23.

[0111] Note that the larger the moment in the roll direction, the greater the change in the roll angle 51 toward the inside of the turn with respect to the roll angle 51(a). As a result, the upper limit of the roll angle 51 also appears as the upper limit of the change width from the roll angle 51(a).

[0112] Next, the time waveform of the roll angle based on the actuator limit of the vehicle 1 will be described.

[0113] FIG. 9 is an explanatory diagram for explaining the time waveform of the roll angle based on the actuator limit of the vehicle 1, and shows the actuator limit generated by the limit generation unit 23 at the roll angle 51. That is, FIG. 9 shows the time waveform (time change) in the case where the upper limit of the roll angle 51 appears as the upper limit of the change width from the roll angle 51(a).

[0114] FIG. 9 shows the time waveform of the change in the roll angle 51 that occurs when the vehicle 1 travels on the road shape shown in FIG. 7. The horizontal axis represents time, and the vertical axis represents the roll angle.

[0115] Note that in FIG. 9, the definitions of the roll angle 51(a), roll angle 51(b), and roll angle 51(c) shown in the time waveform of the roll angle 51 are the same as those in FIG. 8. Further, in FIG. 9, the same delimiter symbols (A, B, C, D) are used at the times corresponding to the five sections of the road shape shown in FIG. 7.

[0116] First, in (A) approaching from the first section to the second section, since the curvature gradually increases, the roll angle 51 is generated. At this time, the roll angle 51(a) increases in the positive direction, that is, in the outer direction of the turn.

[0117] Then, in the target value 2 generation unit 22, as shown by the roll angle 51(b), the target value 2 is generated so as to roll in the negative direction, that is, in the inner direction of the turn. As long as the actuator limit is not reached, the final target value (the actually occurring roll angle 51(c)) in which the target value 2 is corrected by the final target generation unit 24 based on the limit value of the target value 2 generated by the limit generation unit 23 coincides with the roll angle 51(b).

[0118] That is, when the actuator is within the operating range, the limit generation unit 23 generates, as the limit value of target value 2, the target value 2 generated based on target value 1.

[0119] However, as the deviation 560 (actuator limit) between roll angle 51(a) and roll angle 51(b) increases, the moment in the roll direction required to achieve the roll angle of roll angle 51(b) increases. As a result, at a certain point (A') within the second section, the moment in the roll direction saturates (reaches the state of actuator limit).

[0120] That is, when the actuator is outside the operating range, the limit generation unit 23 generates the limit value of target value 2 generated based on target value 1, and the final target generation unit 24 corrects target value 2 based on the limit value of target value 2 and generates the final target value with target value 2 corrected.

[0121] Also, the limit generation unit 23 generates (calculates) the upper limit of the change range for target value 2 based on the operating range of the actuator, and generates (calculates) the limit value of target value 2 based on this upper limit of the change range.

[0122] After that, it is not possible to generate roll angle 51 as per roll angle 51(b), and the actually generated roll angle 51(c) has a waveform that keeps the deviation 560 from roll angle 51(a) constant.

[0123] Also, depending on the magnitude of deviation 560, as shown in FIG. 9, the actually generated roll angle 51(c) may be on the outside of the turn (positive direction) in the third section (B - C).

[0124] Then, subsequently, from (C) approaching from the third section to the fourth section, the curvature decreases, the roll angle 51(a) decreases, and the actually generated roll angle 51(c) approaches the roll angle 51(b) of the target value 2. At a certain point (C’) within the fourth section, the moment in the roll direction no longer saturates (entering a state where the actuator limit is lifted), and the roll angle 51(b) and the roll angle 51(c) coincide again.

[0125] Thus, under the actuator limit, since it is impossible to generate the roll angle as per the target value 2 (roll angle 51(b)) that minimizes MSI, it is necessary to pay attention to how MSI changes depending on the actually generated roll angle 51(c) (the actually occurring roll angle 51(c)) under the actuator limit.

[0126] Next, the time waveform of the roll angle based on the actuator limit of the vehicle 1 will be described.

[0127] FIG. 10A is an image diagram for explaining the time waveform of the roll angle based on the actuator limit of the vehicle 1, and is the time waveform (time change) of the roll angle when the amplitude of the roll angle 51 is varied in various ways under the same road shape and actuator limit as in FIG. 9.

[0128] In FIG. 10A, similar to FIG. 9, for the normal vehicle 1 not using the present invention, a roll angle 51(a) is generated in the outer direction of the turn. In contrast, a target value 2 (roll angle 51(b)) is generated to reduce MSI, but actually, due to the actuator limit, the waveform becomes like that of the roll angle 51(c).

[0129] Therefore, a roll angle 51(d) that just does not touch the actuator limit is generated as the actual roll angle 51. Also, as an intermediate between the roll angle 51(c) and the roll angle 51(d), a roll angle 51 such as a roll angle 51(e) that touches the actuator limit but suppresses a sharp change in the moving direction of the roll angle 51 is generated.

[0130] Next, the relationship between the roll angle amplitude based on the actuator limit of the vehicle 1 and the MSI after passing through the curve will be described.

[0131] FIG. 10B is an explanatory diagram for explaining the relationship between the roll angle amplitude based on the actuator limit of the vehicle 1 and the MSI after passing through the curve, and shows the tendency of the MSI 55 after passing through the curve for each of the roll angles 51(a), roll angle (c), roll angle (d), and roll angle (e). Here, the horizontal axis represents the roll angle amplitude, and the vertical axis represents the MSI 55 after passing through the curve.

[0132] Note that the roll angle amplitude indicates the peak value of the roll angle (the value in the third section of FIG. 7) assuming no actuator limit.

[0133] In FIG. 10B, the peak value of the roll angle 51(a) is large in the positive direction, and the peak value of the roll angle 51(c) is large in the negative direction. Similarly, the roll angle 51(d) is a small value in the positive direction, and the roll angle 51(e) is a small value in the negative direction.

[0134] At this time, the MSI 55 after passing through the curve becomes smaller as the amplitude (peak value) of the roll angle 51 is closer to the inside of the turn. That is, the MSI 55 after passing through the curve satisfies MSI55(a)>MSI55(d)>MSI55(e)>MSI55(c).

[0135] That is, if only the reduction of the MSI 55 is the goal, simply generate the target value 2 based on the minimum roll angle (Equation 1) of the MSI when there is no actuator limit, and always control so that the roll angle is most directed toward the inside of the turn under the actuator limit.

[0136] On the other hand, for a waveform such as the roll angle 51(c), that is, the MSI55(c), as shown at the time point (A') in FIG. 9, the moving direction of the roll angle 51 changes abruptly, and this change may deteriorate the riding comfort for the occupant.

[0137] Next, the time waveform of the roll rate based on the actuator limit of the vehicle 1 will be described.

[0138] FIG. 11 is an explanatory diagram for explaining the time waveform of the roll rate based on the actuator limit of the vehicle 1, and shows the waveforms of the roll rate, which are the respective time changes of the roll angles 51(a), 51(c), 51(d), and 51(e).

[0139] Note that the roll rate 57(a) (solid line) is the time derivative value of the roll angle 51(a), the roll rate 57(c) (dotted line) is the time derivative value of the roll angle 51(c), the roll rate 57(d) (two-dot chain line) is the time derivative value of the roll angle 51(d), and the roll rate 57(e) (one-dot chain line) is the time derivative value of the roll angle 51(e).

[0140] Among these, the roll rates 57(a) and 57(d) that do not touch the actuator limit do not have a rapid change in the roll rate. The roll rate is positive in the second section, constant at 0 in the third section, and negative in the fourth section.

[0141] Since the amplitude of the roll angle is roll angle 51(a) > roll angle 51(d), the magnitude (absolute value) of the roll rate is also overall roll rate 57(a) > roll rate 57(d).

[0142] On the other hand, as shown in FIG. 10, the roll rates 57(c) and 57(e) have waveforms that touch the actuator limit. In both cases, after the roll rate swings negative in the second section, it suddenly changes discontinuously in the positive direction at a certain point in time. After that, it becomes a waveform that coincides with the roll rates 57(a) and 57(d) until the middle of the third and fourth sections. Then, in the middle of the fourth section, the roll rate 57 suddenly changes to the opposite side.

[0143] That is, as shown in FIG. 11, the waveforms of roll rate 57(c) and roll rate 57(e) generate a change width 58(c) of roll rate 57(c) and a change width 58(e) of roll rate 57(e). Also, this change width satisfies change width 58(c) > change width 58(e).

[0144] Thus, the magnitude of this change width is the magnitude of the abrupt change in the moving direction of roll angle 51, which causes deterioration of the riding comfort.

[0145] That is, in order to achieve both MSI reduction and improvement of riding comfort, it is not necessary to always control such that roll angle 51 most points toward the inside of the turn under actuator limitations. Instead, it is necessary to pay attention so that the change width 58 of this roll rate 57 does not increase.

[0146] Next, using FIG. 12A, one method by which the final target generation unit 24 generates the final target value 59 is shown.

[0147] FIG. 12A is an explanatory diagram for explaining the time waveform of roll angle control by the vehicle integrated control device 2 described in the first embodiment. Similar to FIGS. 9 and 10, it is the time waveform of the change in roll angle when traveling on the road shape shown in FIG. 7.

[0148] In FIG. 12A, similar to FIGS. 9 and 10, for a normal vehicle 1, a roll angle 51(a) (target value 1) is generated in the outer turning direction. In contrast, the target value 2 generation unit 22 generates a target value 2 (roll angle 51(b)) so as to reduce MSI and to indicate the roll angle in the turning direction. At the same time, the restriction generation unit 23 generates an actuator restriction (the restriction value of target value 2).

[0149] In this case, the actuator restriction 56, as also shown in FIGS. 9 and 10, indicates the lower limit of the roll angle that the actuator can output, assuming that there is an upper limit to the change width from roll angle 51(a).

[0150] Then, in the final target generation unit 24, a target value 3 (the target value 3 is a target motion control limit value generated within the actuator operating range by removing a constant from the target value 2 based on the limit value of the target value 2) that minimizes the MSI within a range that does not touch the actuator limit (the operating range of the actuator that can be realized under the actuator limit) is generated. Further, a final target value 59 is generated between the target value 2 and the target value 3. However, the final target value 59 may also coincide with the target value 2 or the target value 3.

[0151] Next, using FIG. 12B, one method by which the final target generation unit 24 generates the final target value 59 is shown.

[0152] FIG. 12B is an explanatory diagram for explaining the time waveform of the roll rate control by the vehicle integrated control device 2 described in the first embodiment, and shows the time change (roll rate) of the final target value 59 shown in FIG. 12A.

[0153] In FIG. 12B, the change width 58 of the roll rate 57 is generated so as to be within a predetermined value.

[0154] If the roll angle of the target value 2 is θ2 and the roll angle of the target value 3 is θ3, the roll angle θF of the final target value 59 is given by Equation 2.

[0155] 〔Equation 2〕 θF = W * θ2+(1 - W) * θ3 Here, W is a constant between 0 and 1, indicating a weight. The closer W is to 1, the closer it is to the target value 2, and the closer W is to 0, the closer it is to the target value 3.

[0156] Also, the closer the attempt is to make the change width 58 of the roll rate 57 smaller, the closer W is to 0, and the closer the attempt is to make the change width 58 of the roll rate 57 larger, the closer W is to 1.

[0157] Thereby, while taking advantage of the characteristics of the target value 2 and the target value 3 generated from the viewpoint of minimizing the MSI, the target value 2 is effectively corrected to generate the final target value 59 so that the change width 58 of the roll rate 57 is within a predetermined value, realizing both MSI reduction and ride comfort improvement.

[0158] As described above, the vehicle integrated control device 2 described in the first embodiment has a target value 3 generation unit (third target value generation unit) that generates a target value 3 (third motion parameter), which is a target motion limit amount within the operating range of the actuator, by removing a constant from the target value 2 based on the limit value of the target value 2.

[0159] Then, the final target generation unit 24 generates a final target value 59 by weighted sum based on the target value 2 and the target value 3.

[0160] Note that the method for generating the final target value 59 is not limited to this, and it can be appropriately set between the target value 2 and the target value 3.

[0161] Next, the time waveform of the operation amount allocation by the vehicle integrated control device 2 described in the first embodiment will be described.

[0162] FIG. 13 is an explanatory diagram for explaining the time waveform of the operation amount allocation by the vehicle integrated control device 2 described in the first embodiment.

[0163] Using FIG. 13, the operation of the operation amount allocation unit 25 based on the final target value 59 will be described based on the running of the left curve shown in FIG. 7.

[0164] FIG. 13(a) shows the target value 1 "yaw command value" required for steering control, which is output from the external control device 3 to the vehicle integrated control device 2 when the vehicle 1 runs on the left curve shown in FIG. 7.

[0165] As shown here, the yaw command value required in the first section (~A) and the fifth section (D~) with a curvature of 0 is 0. Also, the yaw command value required in the second section (A~B) where the curvature gradually increases is monotonically increasing, and the yaw command value required in the fourth section (C~D) where the curvature gradually decreases is monotonically decreasing. And the yaw command value required in the third section (B~C) where the curvature is constant is constant.

[0166] Figure 13(b) shows the left and right accelerations that actually occur when the vehicle 1 is driven according to the yaw command value in Figure 13(a). When the yaw command value in Figure 13(a) is input in advance from the external control device 3, the target value 1 generation unit 21 calculates, prior to actual driving, the left and right accelerations in Figure 13(b) as the target value 1.

[0167] The dotted line in Figure 13(c) is the roll angle 51(a) of the vehicle 1 predicted to be generated by the left and right accelerations in Figure 13(b) when the control of Example 1 is not used (prior art).

[0168] In the vehicle 1 of Figure 7, the roll angle 51 when tilting to the right is defined as positive, and the roll angle 51 when tilting to the left is defined as negative. Therefore, when the vehicle 1 is traveling through the left curve in Figure 7 and the control of Example 1 is not used, a roll that tilts to the right occurs. In this case, according to the MSI calculation method shown in Figure 4, a large MSI 55 as shown by the dotted line in Figure 13(e) is calculated, and the MSI increases.

[0169] On the other hand, the solid line in Figure 13(c) shows the case when the control of Example 1 is used, and it is the roll angle 51 generated by the final target generation unit 24 as the final target value 59.

[0170] The target value 2 generation unit 22 generates a roll angle 51(b) based on a control command (target value 2) that tilts the vehicle 1 traveling through the left curve shown in Figure 7 to the left. However, there is a limit to the operation amount of the actuator that changes the roll angle.

[0171] For this reason, when starting to turn at point A shown in Figure 7, the roll angle 51 is displaced in the direction of tilting to the left. However, from point A' after a little time has passed, the target value 2 is corrected based on the actuator limit (greater than the limit of the actuator operation amount), and the roll angle 51 is displaced in the direction of tilting the vehicle 1 to the right. Thereafter, the roll angle 51 becomes the direction of tilting to the right until point B.

[0172] This state continues until point C. From point C, the roll angle 51 is displaced in the direction of tilting the vehicle 1 to the left. However, from point C' after a little time has passed, it becomes below the limit of the operation amount of the actuator, the target value 2 is not corrected, the roll angle 51 becomes the target value 2, and it reaches point D as it is.

[0173] As described above, in the first embodiment, compared with the prior art, since the generation of the roll angle 51 in the positive direction is suppressed, in this case, according to the MSI calculation method shown in FIG. 4, a relatively small MSI 55' as shown by the solid line in FIG. 13(e) is calculated, and the MSI is reduced.

[0174] FIG. 13(d) shows the motor driving force that the operation amount allocation unit 25 generates with each motor 12 in order to realize the roll angle 51 shown by the solid line in FIG. 13(c). That is, from the second section to the fourth section, the motors 12 of the left front and the right rear FL and 12 RR generate a positive-direction motor driving force, and the motors 12 of the right front and the left rear FR and 12 RL generate a negative-direction motor driving force. A relatively small MSI 55' as shown by the solid line in FIG. 13(e) is calculated, and the MSI is reduced.

[0175] Next, the attitude control of the vehicle 1 by the motor driving force of the vehicle integrated control device 2 described in the first embodiment will be described.

[0176] FIG. 14 is an explanatory diagram for explaining the attitude control of the vehicle 1 by the motor driving force of the vehicle integrated control device 2 described in the first embodiment.

[0177] As shown in the left diagram (a) of FIG. 14, the motor driving force shown in FIG. 13(d) generates a positive-direction driving force on the left front wheel 11 FL and the right rear wheel 11 RR , and generates a negative-direction driving force on the right front wheel 11 FR and the left rear wheel 11 RL .

[0178] As a result, in the vehicle 1, as shown in Fig. 14 (right figure (b)), a suspension force in the DOWN direction is generated on the left side, and a suspension force in the UP direction is generated on the right side. Due to these suspension forces, the vehicle 1 tilts to the left, and the attitude control of the vehicle 1 along the final target value 59 in Fig. 13 (c) generated as an internal command is realized.

[0179] However, after approaching the second section at point A, the upper limit of the motor driving force is reached at point A', and the motor driving force does not increase any further. This is the reason why in Fig. 13 (c), the roll angle 51 switches in the direction of tilting the vehicle 1 to the right. The state of reaching the upper limit continues from point A' to beyond point C to point C'. From point C', the state of reaching the upper limit is escaped, and the operation is within the limit.

[0180] Here, the attitude control of the vehicle 1 is realized by the suspension force caused by the driving force of the motor 12, but the attitude control of the vehicle 1 may also be realized by the change in the active force of the suspension 15.

[0181] Next, the change in the behavior of the roll angle due to the road shape will be described.

[0182] Fig. 15 is an explanatory diagram for explaining the change in the behavior of the roll angle due to a road shape with a small curvature.

[0183] Fig. 16 is an explanatory diagram for explaining the change in the behavior of the roll angle due to a road shape with a large curvature.

[0184] Using Fig. 15 and Fig. 16, the change in the behavior of Example 1 due to the difference in the road shape or the driving method will be described.

[0185] In Example 1, the target value 2 is corrected so that the change width 58 of the roll rate 57 is within a predetermined value, and the final target value 59 is generated. This change width 58 of the roll rate 57 changes depending on the road shape or the driving method.

[0186] As for the road shape, the greater the curvature or the shorter the length of the transition curve, the higher the probability that the target value 2 touches the actuator limit 56, and the greater the change width 58 of the roll rate 57.

[0187] Also, even for the same road shape, the higher the passing speed of the vehicle 1, that is, the greater the lateral acceleration and jerk, the higher the probability that the target value 2 touches the actuator limit 56, and the greater the change width 58 of the roll rate 57.

[0188] Therefore, due to these differences in conditions, the characteristics of the waveform of the final target value 59 change.

[0189] The upper left figure (a) of Fig. 15 shows the case where the curvature of the road shape is small. In this case, when the target value 2 touches the actuator limit 56, after the vehicle 1 starts to turn, after a while, the probability that the target value 2 touches the actuator limit 56 is high, and the change width 58 of the roll rate 57 becomes small.

[0190] Therefore, as shown in Fig. 12A, the final target value 59 will approach the target value 2, and like the time waveform shown in the upper right figure (b) of Fig. 15, after the roll angle 51 swings negatively, it swings positively and then swings negatively again, having multiple extreme values.

[0191] Also, as for the movement of the vehicle 1, as shown in the lower figure (c) of Fig. 15, after the roll angle 51(a) is generated in the inner direction of the turn, the roll angle 51(b) is generated in the outer direction of the turn.

[0192] On the other hand, the upper left figure (a) of Fig. 16 shows the case where the curvature of the road shape is large. In this case, when the target value 2 touches the actuator limit 56, immediately after the vehicle 1 starts to turn, the probability that the target value 2 touches the actuator limit 56 is high, and the change width 58 of the roll rate 57 becomes large.

[0193] Therefore, as shown in Fig. 12A, the final target value 59 will approach the target value 3, and as shown in the time waveform in the upper right diagram (b) of Fig. 16, the roll angle 51 will have a single extreme value such that it only swings positively.

[0194] Also, as a movement of the vehicle, as shown in the lower diagram (c) of Fig. 16, the roll angle 51(a) is generated in the outward turning direction from the beginning, and the roll angle 51(b) increases in the outward turning direction as it is.

[0195] That is, in the first embodiment, the final target generation unit 24 corrects the time change of the target value 2 based on the vehicle speed, acceleration, jerk, or the curvature of the road shape of the vehicle 1 determined based on the target value 1, or based on a plurality of these parameters.

[0196] Also, in the first embodiment, the final target generation unit 24 corrects the time change of the target value 2 such that the larger the vehicle speed, acceleration, jerk, or the curvature of the road shape of the vehicle 1 determined based on the target value 1, or the larger the plurality of these parameters, the smaller the number of points where the extreme value is taken, and the smaller the value, the larger the number of points where the extreme value is taken.

[0197] Note that in the first embodiment, the control of the roll angle 51 has been described, but the vehicle integrated control device 2 controls the six-degree-of-freedom vehicle motion and is not limited to the control of the roll angle 51.

[0198] For example, it can also be used for the control of the pitch angle. In this case, the relationship between the longitudinal acceleration of the vehicle 1 and the pitch angle can be similarly described. That is, the pitch angle is controlled by the target value 2 generation unit 22 such that the combined acceleration of the inertial acceleration and the gravitational acceleration generated in the longitudinal direction becomes the vertically downward direction with respect to the vehicle 1, and the deviation between the combined acceleration and the gravitational acceleration expected by the occupant is minimized, thereby minimizing the MSI.

[0199] In the case of a normal vehicle 1, when an acceleration in the forward direction (positive direction) is generated with respect to the vehicle 1, an inertial acceleration is generated in the rear direction of the vehicle 1, and the vehicle 1 pitches in the rear direction (negative direction). On the other hand, the MSI is reduced as the vehicle 1 pitches in the forward direction (positive direction).

[0200] Also, the actuator limit can be considered as the upper limit of the change range of the pitch angle with respect to the pitch angle generated in the normal vehicle 1. Thus, the roll angle 51 and the pitch angle are the same except that their positive and negative signs are different.

[0201] Thus, according to the vehicle integrated control device 2 described in the first embodiment, it is possible to achieve both MSI reduction and improvement in ride comfort under the actuator limit.

[0202] Note that the present invention is not limited to the above-described embodiments, and various modifications are included. For example, the above-described embodiments are specifically described in order to explain the present invention clearly, and are not necessarily limited to those having all the configurations described.

[0203] Also, a part of the configuration of one embodiment can be replaced with a part of the configuration of another embodiment. Also, the configuration of another embodiment can be added to the configuration of one embodiment. Also, a part of the configuration of each embodiment can be deleted, a part of another configuration can be added, and a part of another configuration can be replaced.

Explanation of Reference Numerals

[0204] 1 ··· Vehicle 11 ··· Wheel 12 ··· Motor 13 ··· Brake Mechanism 13a ··· Wheel Cylinder 13b ··· Brake Control Device 14 ··· Steering Mechanism 14a ··· Steering Control Device 14b ··· Steering Motor 15 ··· Suspension 16 ··· Accelerator Pedal 16a ··· Stroke sensor 16b ··· Acceleration control device 17 ··· Brake pedal 18 ··· Steering wheel 18a ··· Steering torque detection device 18b ··· Steering angle detection device 2 ··· Vehicle integrated control device 21 ··· Target value 1 generation unit 22 ··· Target value 2 generation unit 23 ··· Limit generation unit 24 ··· Final target generation unit 25 ··· Operation amount allocation unit 3 ··· External control device 4 ··· Combine sensor 51 ··· Roll angle 52 ··· Gravitational acceleration 53 ··· Inertial acceleration 54 ··· Composite acceleration 55 ··· MSI 56 ··· Actuator limit 57 ··· Roll rate 58 ··· Change width of roll rate 59 ··· Final target value 550 ··· Deviation 560 ··· Deviation

Claims

1. A vehicle integrated control device that controls motion parameters of a vehicle equipped with a plurality of actuators, the motion parameters being composed of moving directions on up to three control axes and rotational directions around these control axes, comprising: a first target value generation unit that acquires a target motion amount of a control axis related to a driving task of the vehicle and generates a first motion parameter, which is at least one of the motion parameters; a second target value generation unit that generates a second motion parameter different from the first motion parameter so as to optimize a sensory index based on the first motion parameter; 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; an operation amount allocation unit that generates an operation amount of the actuator based on the first motion parameter and the second motion parameter corrected by the final target generation unit; A vehicle integrated control device characterized by comprising the above.

2. The vehicle integrated control device according to Claim 1, wherein the second target value generation unit generates the second motion parameter so as to minimize the incidence of motion sickness.

3. The vehicle integrated control device according to Claim 1, wherein the second target value generation unit generates a roll angle such that the resultant acceleration of the inertial acceleration and the gravitational acceleration generated in the left-right direction becomes vertically downward and the deviation between the resultant acceleration and the gravitational acceleration expected by the occupant becomes small.

4. The vehicle integrated control device according to Claim 1, wherein the second target value generation unit generates a pitch angle such that the resultant acceleration of the inertial acceleration and the gravitational acceleration generated in the front-rear direction becomes vertically downward and the deviation between the resultant acceleration and the gravitational acceleration expected by the occupant becomes small.

5. The vehicle integrated control device according to Claim 1, wherein the final target generation unit corrects the second motion parameter based on the vehicle speed, acceleration, jerk, or curvature of the road shape of the vehicle determined based on the first motion parameter, or based on a plurality of these parameters.

6. The vehicle integrated control device according to Claim 1, wherein The final target generation unit corrects the second motion parameter such that the vehicle speed, acceleration, jerk, or the curvature of the road shape, or a plurality of these parameters determined based on the first motion parameter, results in a smaller number of extreme value points as the value increases, or a larger number of extreme value points as the value decreases. A vehicle integrated control device characterized by this.

7. The vehicle integrated control device according to claim 1, wherein when the actuator is within the operating range, the restriction generation unit generates the second motion parameter generated based on the first motion parameter as the motion limit amount of the second motion parameter. A vehicle integrated control device characterized by this.

8. The vehicle integrated control device according to claim 7, wherein when the actuator is not within the operating range, the restriction generation unit generates the motion limit amount of the second motion parameter generated based on the first motion parameter. A vehicle integrated control device characterized by this.

9. The vehicle integrated control device according to claim 1, wherein the restriction generation unit generates an upper limit of the change range for the second motion parameter based on the operating range of the actuator, and generates the motion limit amount of the second motion parameter based on the upper limit of the change range. A vehicle integrated control device characterized by this.

10. The vehicle integrated control device according to claim 1, wherein the motion limit amount of the second motion parameter generates an upper limit or a lower limit of the roll angle or the pitch angle. A vehicle integrated control device characterized by this.

11. The vehicle integrated control device according to claim 1, further comprising a third target value generation unit that generates a third motion parameter, which is a target motion limit amount within the operating range of the actuator, by removing a constant from the second motion parameter. A vehicle integrated control device characterized by this.

12. The vehicle integrated control device according to claim 11, wherein the final target generation unit generates a final target value by a weighted sum of the second motion parameter and the third motion parameter. A vehicle integrated control device characterized by this.

13. A vehicle integrated control method for controlling motion parameters of a vehicle having a plurality of actuators, the motion parameters being composed of a moving direction on a maximum of three control axes and a rotational direction about this control axis of the vehicle posture. The first target value generation unit acquires the target momentum of the control axis related to the driving task of the vehicle and generates a first motion parameter which is at least one motion parameter. The second target value generation unit generates a second motion parameter different from the first motion parameter so as to optimize the sensory index based on the first motion parameter. The limit generation unit generates a motion limit amount of the second motion parameter based on the first motion parameter and the operating range of the actuator. The final target generation unit corrects the second motion parameter based on the motion limit amount. The operation amount allocation unit generates an operation amount of the actuator based on the first motion parameter and the second motion parameter corrected by the final target generation unit. A vehicle integrated control method characterized by the above.

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