Vehicle control device, vehicle control method, and vehicle control system

Abstract

A vehicle control device, a vehicle control method, and a vehicle control system according to one embodiment of the present invention involve outputting a control command to activate an actuator unit for controlling the attitude of a vehicle on the basis of physical quantities regarding a moment that is applied on an occupant in the vehicle, that includes an occupant roll moment and / or an occupant pitch moment occurring on the occupant by a force acting on the occupant as a result of the behavior of the vehicle, and that is obtained on the basis of occupant specifications including the mass and barycentric position of the occupant, physical quantities regarding attitude angles of the vehicle, including the roll angle and / or the pitch angle of the vehicle, and physical quantities regarding the acceleration of the vehicle. With this configuration, it becomes possible to improve comfortableness of an occupant in a vehicle.

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a vehicle control system. [Background technology]

[0002] The roll vibration damping control device for a vehicle in Patent Document 1 uses a roll angular acceleration (φs 2 The control roll moment (Mxc) is calculated as the sum of the product of the roll angular acceleration (φs) and the roll moment of inertia, the product of the first-order integral of the roll angular acceleration (φs) and the roll damping coefficient, and the product of the second-order integral of the roll angular acceleration (φ) and the equivalent roll stiffness. The roll moment around the center of gravity on the spring generated by the wheel lateral force during roll motion is calculated as the corrected roll moment (Mxa). The control roll moment is corrected by the corrected roll moment and multiplied by the control gain to obtain the target roll moment, and the actuator is controlled based on this. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2020-059477 Summary of the Invention [Problem to be solved by the invention]

[0004] However, even if roll vibration of a vehicle can be suppressed by implementing roll vibration suppression control, the vehicle occupants are affected not only by roll vibration but also by the lateral acceleration and longitudinal acceleration of the vehicle, so there is a risk that the comfort of the occupants cannot be improved.

[0005] The present invention has been made in consideration of the current situation, and its purpose is to provide a vehicle control device, a vehicle control method, and a vehicle control system that can improve the comfort of vehicle occupants. [Means for solving the problem]

[0006] According to one aspect of the present invention, a vehicle occupant's specifications including a mass of the occupant and a center of gravity position of the occupant, Roll angle and a physical quantity related to the acceleration of the vehicle, and a physical quantity related to the force acting on the occupant due to the behavior of the vehicle. Occupant roll moment Based on the physical quantity related to the vehicle Roll angle Control active suspension Outputs a control command to operate a control command for operating the active suspension so as to reduce the suspension stroke difference, which is the difference between the acquired suspension stroke and a standard suspension stroke obtained by converting a standard roll angle of the vehicle, which is a roll angle in the opposite direction to the roll angle of the vehicle and is calculated based on the occupant roll moment, into the suspension stroke of the active suspension; and Furthermore, according to another aspect of the present invention, a control command is output to operate an active suspension that controls the pitch angle of the vehicle based on a physical quantity related to an occupant pitch moment generated in the occupant due to a force received by the occupant from the behavior of the vehicle, the physical quantity being calculated based on occupant specifications including the mass of the vehicle occupant and the position of the center of gravity of the occupant, a physical quantity related to the pitch angle of the vehicle, and a physical quantity related to the acceleration of the vehicle, the physical quantity related to the suspension stroke of the active suspension is obtained, a suspension stroke difference is calculated which is the difference between the obtained suspension stroke and a standard suspension stroke obtained by converting a standard pitch angle of the vehicle, which is a pitch angle in the opposite direction to the pitch angle of the vehicle calculated based on the occupant pitch moment, into a suspension stroke of the active suspension, and a control command is output to operate the active suspension so as to reduce the suspension stroke difference. [Effects of the Invention]

[0007] According to the present invention, the comfort of vehicle occupants can be improved. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a block diagram showing a vehicle control system. [Figure 2] FIG. 2 is a functional block diagram showing a first embodiment of roll angle control. [Figure 3] FIG. 10 is a model diagram of an occupant when the vehicle is turning. [Figure 4] FIG. 10 is a diagram of an occupant model when roll angle control is performed when the vehicle is turning. [Figure 5] 10 is a time chart showing the difference in roll angle and occupant roll moment depending on whether roll angle control is on or off. [Figure 6] 4 is a flowchart showing a control process of a first embodiment of roll angle control. [Figure 7] FIG. 2 is a functional block diagram showing a first embodiment of pitch angle control. [Figure 8] FIG. 10 is a model diagram of an occupant when the vehicle accelerates. [Figure 9] 4 is a flowchart showing a control process of a first embodiment of pitch angle control. [Figure 10] FIG. 4 is a functional block diagram showing a second embodiment of roll angle control. [Figure 11] 10 is a flowchart showing a control process of a second embodiment of roll angle control. [Figure 12] FIG. 10 is a functional block diagram showing a third embodiment of roll angle control. [Figure 13] 10 is a flowchart showing a control process of a third embodiment of roll angle control. [Figure 14] FIG. 4 is a functional block diagram showing a second embodiment of pitch angle control. [Figure 15] 10 is a flowchart showing a control process of a second embodiment of pitch angle control. [Figure 16] FIG. 10 is a functional block diagram showing a third embodiment of pitch angle control. [Figure 17] 10 is a flowchart showing a control process of a third embodiment of pitch angle control. DETAILED DESCRIPTION OF THE INVENTION

[0009] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a vehicle control system according to the present invention will be described with reference to the accompanying drawings. FIG. 1 is a block diagram showing an embodiment of a vehicle control system 200 mounted on a vehicle 100. As shown in FIG.

[0010] The vehicle 100 is a four-wheeled automobile having a pair of left and right front wheels 101, 102 and a pair of left and right rear wheels 103, 104. The vehicle control system 200 is a system that realizes a vehicle attitude control function, which is a function for actively controlling the attitude of the vehicle 100 in order to improve the comfort of the passengers of the vehicle 100.

[0011] The vehicle attitude control function described above is a function that controls the attitude of the vehicle 100 based on physical quantities related to the occupant roll moment and / or occupant pitch moment that occur in the occupant due to the forces that the occupant receives from the behavior of the vehicle 100. In other words, the above-mentioned vehicle attitude control function uses the moment applied to the occupant, which includes at least one of the occupant roll moment and the occupant pitch moment, as a control index, and controls the attitude of the vehicle 100, specifically the roll angle or pitch angle, so as to reduce the moment applied to the occupant.

[0012] The vehicle control system 200 includes an occupant specification acquisition unit 300, a vehicle motion state acquisition unit 400, a vehicle control device 500, and an actuator unit 600 in order to realize the above-mentioned vehicle attitude control function. In other words, the vehicle control device 500 acquires various information from the occupant specification acquisition unit 300 and the vehicle motion state acquisition unit 400, and outputs a control command to operate the actuator unit 600 based on the acquired information, thereby controlling the attitude of the vehicle 100 so as to reduce the moment applied to the occupant (more specifically, the occupant roll moment and / or the occupant pitch moment).

[0013] The occupant specification acquisition unit 300 is a device that acquires occupant specifications including the mass and center of gravity position of the occupant of the vehicle 100. Specifically, the occupant specification acquisition unit 300 acquires information on the mass of the upper body of an occupant seated in a seat of the vehicle 100 and the position of the center of gravity of the upper body (in other words, the distance between the center of gravity and the seat surface). The occupant specifications acquired by the occupant specification acquisition unit 300 may be either preset information or information acquired each time.

[0014] The following describes an example of a method in which the occupant specification acquisition unit 300 acquires the occupant specifications. In one aspect, the occupant specification obtaining section 300 includes a sensor for detecting the occupant specifications. The sensor for detecting the occupant specifications is, for example, a weight sensor 310 provided on a seat of the vehicle 100, a camera 320 that photographs the occupant seated in the seat of the vehicle 100 from the front, or the like.

[0015] Here, the weight sensor 310 detects the mass of the upper body of an occupant seated in a seat of the vehicle 100 . In addition, the camera 320 photographs the upper body of an occupant seated in the vehicle 100, and recognizes, for example, a position at a predetermined percentage of the distance LS between the occupant's shoulder and the seat surface as the center of gravity position of the occupant's upper body (in other words, the center of gravity point of the upper body).

[0016] In addition, the occupant specification acquisition unit 300 acquires dimensional data representing the occupant's physical build, such as the occupant's sitting height and chest width, from the images captured by the camera 320, and can estimate the mass and center of gravity position of the occupant's upper body from such dimensional data. In addition, the occupant specification acquisition unit 300 can estimate the mass and center of gravity of the occupant from information indicating the wearing status of the seat belt, such as the amount of withdrawal and height adjustment position of the seat belt provided on the seat, without using sensors such as the weight sensor 310 or the camera 320.

[0017] The occupant specification acquisition unit 300 can also estimate the mass and center of gravity of the occupant's upper body from data such as height and weight input by the occupant. In addition, the occupant specification acquisition unit 300 is equipped with a database that stores the physical data of each known occupant, and can identify the occupant sitting in the seat using authentication technology such as facial recognition, and search and acquire the physical data of the identified occupant from the database. The physical data includes, for example, height and weight, or the mass and center of gravity of the upper body.

[0018] The occupant specification acquisition unit 300 can also acquire the occupant specifications by reading out standard data on the mass and center of gravity position of the occupant that is stored in advance in a memory. In addition, the occupant specification acquisition unit 300 can acquire information on the occupant specifications including the mass and center of gravity of the occupant using a known method.

[0019] The vehicle motion state acquisition unit 400 is a device that acquires information regarding the driving state of the vehicle 100, including physical quantities related to the attitude angle of the vehicle 100, which includes at least one of the roll angle and pitch angle of the vehicle 100, and physical quantities related to the acceleration of the vehicle 100. In one embodiment, the vehicle motion state acquisition unit 400 includes an acceleration sensor 410 as an acceleration detection unit that detects physical quantities related to the acceleration of the vehicle 100, and a roll angle sensor 420 and a pitch angle sensor 430 as attitude angle detection units that detect physical quantities related to the attitude angle of the vehicle 100.

[0020] The acceleration sensor 410 detects longitudinal acceleration, which is acceleration of the vehicle 100 in the longitudinal direction, lateral acceleration, which is acceleration of the vehicle 100 in the lateral direction, and vertical acceleration, which is acceleration of the vehicle 100 in the vertical direction. The roll angle sensor 420 detects the roll angle of the vehicle 100 as the attitude angle of the vehicle 100 . Furthermore, the pitch angle sensor 430 detects the pitch angle of the vehicle 100 as the attitude angle of the vehicle 100 .

[0021] The vehicle motion state acquisition unit 400 may include, instead of the roll angle sensor 420 and the pitch angle sensor 430, a gyro sensor (in other words, an angular velocity sensor) that detects the roll angular velocity and the pitch angular velocity. When the vehicle motion state acquisition unit 400 includes a gyro sensor, the vehicle control system 200 uses the roll angle estimated based on the detected value of the roll angular velocity and the pitch angle estimated based on the detected value of the pitch angular velocity for vehicle attitude control.

[0022] The actuator section 600 includes, for example, an active suspension 610 as an actuator capable of controlling the attitude of the vehicle 100 . The active suspension 610 is a suspension device that can actively control the suspension stroke of each of the wheels 101-104 independently, and includes hydraulic, electromagnetic, or electrodynamic actuators 610A-610D for each of the wheels 101-104. The active suspension 610 can control the roll and pitch attitudes of the vehicle 100 by individually controlling the actuators 610A-610D.

[0023] The vehicle control device 500 includes a microcomputer 510 as a control unit that outputs the results of calculations based on the acquired information. The microcomputer 510 includes a microprocessor unit (MPU), a read-only memory (ROM), a random access memory (RAM), and the like, all of which are not shown. The microcomputer 510 can also be referred to as an MCU (Micro Controller Unit), a processor, a processing device, an arithmetic device, or the like.

[0024] The microcomputer 510 acquires, from the occupant specification acquisition unit 300, occupant specifications including the mass and center of gravity position of the occupant seated in the seat of the vehicle 100. Furthermore, the microcomputer 510 acquires information on the attitude angle of the vehicle 100 and information on the acceleration of the vehicle 100 from the vehicle motion state acquisition unit 400 .

[0025] Then, the microcomputer 510 outputs a control command to operate the actuator section 600 (specifically, the active suspension 610) by performing calculation processing based on the occupant specifications, the attitude angle of the vehicle 100, and the acceleration of the vehicle 100. Here, the occupant specifications, the attitude angle of the vehicle 100, and the acceleration of the vehicle 100 are parameters that correlate with the moment applied to the occupant.

[0026] In other words, the microcomputer 510 controls the active suspension 610 based on the occupant specifications, the attitude angle of the vehicle 100, and the acceleration of the vehicle 100, thereby controlling the roll angle or pitch angle of the vehicle 100 so as to reduce the moment applied to the occupant. In other words, the microcomputer 510 is a control unit mounted on the vehicle 100 that executes the above-described roll angle control method and pitch angle control method.

[0027] FIG. 2 is a functional block diagram showing a first embodiment of control (hereinafter referred to as roll angle control) in which microcomputer 510 outputs a control command for operating active suspension 610 based on the occupant roll moment. The microcomputer 510 includes functional units, namely, an occupant roll moment calculation unit 521R, an adjustment unit 522R, and an operation unit 523R.

[0028] The occupant roll moment calculation unit 521R calculates the occupant roll moment based on the occupant specifications, the roll angle of the vehicle 100, and information on the lateral acceleration and vertical acceleration of the vehicle 100. Then, the adjustment unit 522R calculates the required load for each of the actuators 610A-610D of the active suspension 610 based on the signal of the occupant roll moment calculated by the occupant roll moment calculation unit 521R. The above-mentioned required load is a control amount of the actuators 610A-610D for realizing a roll angle that reduces the occupant roll moment.

[0029] The operation unit 523R acquires signals of the required loads of the actuators 610A-610D from the adjustment unit 522R, and determines the target current values ​​corresponding to the required loads of the actuators 610A-610D, for example, by referring to a map that defines the relationship between the required loads and the target current values. Then, the operation unit 523R outputs a control current corresponding to the obtained target current value to the actuators 610A-610D of the active suspension 610.

[0030] The roll control of the vehicle 100 using the occupant roll moment as a control index will be described in more detail below. FIG. 3 is a model diagram of an occupant seated in a seat of the vehicle 100 as seen from the front when the vehicle 100 is turning left. In addition, in Figure 3, m B is the mass of the upper body of the occupant seated in the seat, h BCGis the distance between the center of gravity of the upper body of the occupant seated in the seat and the seat surface of the seat, φ is the roll angle of the vehicle 100, and Ys is the lateral displacement of the seating position.

[0031] When vehicle 100 turns, a left-right force FyB and a vertical force FzB act on the center of gravity of the occupant, and the occupant receives a rotational moment around the point of contact A with vehicle 100 (in other words, the seating point), which he or she feels as a load. In the present application, the rotational moment that the occupant receives when the vehicle 100 turns is defined as the occupant roll moment.

[0032] Similar to FIG. 3, FIG. 4 is a model diagram of an occupant seated in a seat of the vehicle 100 as viewed from the front when the vehicle 100 is turning left, and shows the state in which the microcomputer 510 controls the roll angle of the vehicle 100 so as to reduce the occupant roll moment. The microcomputer 510 calculates the occupant roll moment and controls the active suspension 610 using the physical quantity related to the calculated occupant roll moment as a control index so that the roll angle, which is the tilt of the vehicle 100 in the left-right direction, becomes opposite to the normal tilt that occurs when turning.

[0033] By the roll angle control (in other words, occupant roll moment control) by the microcomputer 510, the moment due to the force FzB acts in the opposite direction to the moment due to the force FyB, thereby reducing the occupant roll moment and improving occupant comfort. However, the roll angle control by the microcomputer 510 is not limited to the reverse roll angle control, and the microcomputer 510 can control the roll angle to, for example, "reverse roll angle+predetermined value."

[0034] FIG. 5 is a time chart illustrating the difference in the roll angle and the occupant roll moment depending on whether the roll angle control is turned on or off. The roll angle control generates a roll in the normal roll direction due to turning, in other words, a roll in the opposite direction to the roll direction when the roll control is off. By this roll angle control, the moment due to the force FzB acts in the opposite direction to the moment due to the force FyB, thereby reducing the occupant roll moment.

[0035] Here, the formula for calculating the occupant roll moment will be explained with reference to FIG. In the following, ay is the lateral acceleration of the seating position, Zs is the vertical displacement of the seating position, az is the vertical acceleration of the seating position, and g is the acceleration due to gravity.

[0036] The Y-direction translational motion equation of the occupant is expressed by Equation 1, and the lateral force FyB at the center of gravity of the occupant can be calculated from Equation 1.

number

[0037] The Z-direction translational motion equation of the occupant is expressed by Equation 2, and the vertical force FzB at the center of gravity of the occupant can be calculated from Equation 2.

number

[0038] Then, the occupant roll moment M acting on the contact point A between the occupant and the vehicle 100 (in other words, the seating point) is calculated from Equation 3.

number

[0039] That is, the occupant roll moment calculation unit 521R can calculate the occupant roll moment M according to Equations 1 to 3 based on the occupant specifications, the roll angle of the vehicle 100, and the lateral acceleration and vertical acceleration information of the vehicle 100. The lateral acceleration used by microcomputer 510 (occupant roll moment calculation unit 521R) to calculate the occupant roll moment may be either the lateral acceleration at the seating position of the occupant or the lateral acceleration at the center of gravity of vehicle 100.

[0040] FIG. 6 is a flowchart showing the control process in the functional blocks of FIG. In step S1001R, microcomputer 510 acquires information on the occupant specifications, the roll angle of vehicle 100, and the lateral acceleration and vertical acceleration of vehicle 100. The occupant specifications acquired by microcomputer 510 in step S1001R include the mass, center of gravity position, and the like of the occupant.

[0041] Next, in step S1002R, microcomputer 510 calculates the occupant roll moment in accordance with Equations 1 to 3 described above. The control processes of steps S1001R and S1002R are performed by occupant roll moment calculation unit 521R.

[0042] After calculating the occupant roll moment, microcomputer 510 proceeds to step S1003R and determines the required load for each of actuators 610A-610D of active suspension 610 based on the occupant roll moment. The control process of step S1003R is performed by adjustment unit 522R.

[0043] Next, in step S1004R, microcomputer 510 calculates a target current value according to the required load of each of actuators 610A-610D, and outputs a control current according to the calculated target current value to actuators 610A-610D of active suspension 610. The control process of this step S1004R is performed by operation unit 523R.

[0044] In the functional block diagram shown in FIG. 2, the microcomputer 510 outputs a control command to operate the active suspension 610 in accordance with the magnitude of the occupant roll moment. In response to this, the microcomputer 510 can be configured to output a control command to operate the active suspension 610 in accordance with the time rate of change of the occupant roll moment.

[0045] In the case of control according to the time rate of change of the occupant roll moment, the occupant roll moment calculation unit 521R calculates the occupant roll moment from the occupant specifications, acceleration, and roll angle, and further calculates the time rate of change of the occupant roll moment (in other words, the time differential value). Then, the adjustment unit 522R calculates the target roll angle change rate based on the time change rate of the occupant roll moment.

[0046] Here, the target roll angle change rate is a target value of the roll angle change that prevents an increase in the occupant roll moment. The operation unit 523R outputs a control current to the actuators 610A-610D of the active suspension 610 to realize the target roll angle change rate.

[0047] So far, the control of the active suspension 610 based on the occupant roll moment has been described, but the microcomputer 510 can also similarly control the active suspension 610 based on the occupant pitch moment. FIG. 7 is a functional block diagram showing a first embodiment of control (hereinafter referred to as pitch angle control) in which microcomputer 510 outputs a control command for operating active suspension 610 based on the occupant pitch moment.

[0048] Here, the microcomputer 510 includes functional units of an occupant pitch moment calculation unit 521P, an adjustment unit 522P, and an operation unit 523P. The occupant pitch moment calculation unit 521P calculates the occupant pitch moment based on the occupant specifications, the pitch angle of the vehicle 100, and information on the longitudinal acceleration and vertical acceleration of the vehicle 100. The longitudinal acceleration used by microcomputer 510 (occupant pitch moment calculation unit 521P) to calculate the occupant pitch moment may be either the longitudinal acceleration at the seating position of the occupant or the longitudinal acceleration at the center of gravity of vehicle 100.

[0049] Then, adjustment unit 522P calculates the required load for each of actuators 610A-610D of active suspension 610 based on the signal of the occupant pitch moment calculated by occupant pitch moment calculation unit 521P. The above-mentioned required load is the control amount of the actuators 610A-610D for realizing a pitch angle that reduces the occupant pitch moment.

[0050] The operation unit 523P acquires signals of the required loads of the actuators 610A-610D from the adjustment unit 522P, and determines the target current values ​​corresponding to the required loads of the actuators 610A-610D, for example, by referring to a map that defines the relationship between the required loads and the target current values.

[0051] Then, operation unit 523P outputs a control current corresponding to the obtained target current value to actuators 610A-610D of active suspension 610. Incidentally, even when microcomputer 510 controls active suspension 610 based on the occupant pitch moment, active suspension 610 can be controlled based on the time rate of change of the occupant pitch moment instead of the magnitude of the occupant pitch moment.

[0052] FIG. 8 is a diagram for explaining the calculation process of the occupant pitch moment, which is the pitch moment acting on the occupant due to the behavior of the vehicle 100, and is a model diagram of an occupant seated in a seat of the vehicle 100 as viewed from the side when the vehicle 100 accelerates. In the calculation process of the occupant pitch moment, mB is the mass of the upper body of the occupant seated in the seat, hBCG is the distance between the center of gravity of the upper body of the occupant seated in the seat and the seat surface, θ is the pitch angle of the vehicle 100, Xs is the forward / backward displacement of the seating position, ax is the forward / backward acceleration of the seating position, Zs is the up / down displacement of the seating position, az is the up / down acceleration of the seating position, and g is the acceleration due to gravity.

[0053] Here, the equation of translational motion of the occupant in the X direction is expressed by Equation 4, and the force FxB in the front-rear direction at the center of gravity of the occupant is obtained from Equation 4.

number

[0054] Furthermore, the Z-direction translational motion equation of the occupant is expressed by Equation 5, and the force FzB in the front-rear direction at the center of gravity of the occupant can be obtained from Equation 5.

number

[0055] Then, the occupant pitch moment M acting on the contact point A between the occupant and the vehicle 100 is calculated from Equation 6.

number

[0056] In other words, when vehicle 100 accelerates (or decelerates), a longitudinal force FxB and an up-down force FzB act on the occupant's center of gravity, and the occupant receives a rotational moment around the point of contact A with vehicle 100, which he or she feels as a load. In this application, the rotational moment that the occupant experiences when the vehicle 100 accelerates or decelerates is defined as the occupant pitch moment.

[0057] When the vehicle 100 accelerates or decelerates, the microcomputer 510 controls the pitch angle, which is the tilt of the vehicle 100 in the longitudinal direction, so that it is opposite to the normal tilt that accompanies acceleration or deceleration, and causes the moment due to force FzB to act in the opposite direction to the moment due to force FxB, thereby reducing the occupant pitch moment and improving occupant comfort. However, the pitch angle control by the microcomputer 510 is not limited to the reverse pitch angle control, and the microcomputer 510 can control the pitch angle to, for example, "reverse pitch angle + predetermined value."

[0058] FIG. 9 is a flowchart showing the control process in the functional blocks of FIG. In step S1001P, microcomputer 510 acquires information on occupant specifications such as the mass of the occupant and the position of the center of gravity, the pitch angle of vehicle 100, and the longitudinal acceleration and vertical acceleration of vehicle 100.

[0059] Next, in step S1002P, microcomputer 510 calculates the occupant pitch moment in accordance with Equations 4 to 6 described above. The control processes of steps S1001P and S1002P are performed by occupant pitch moment calculation unit 521P.

[0060] After calculating the occupant pitch moment, microcomputer 510 proceeds to step S1003P and determines the required load for each of actuators 610A-610D of active suspension 610 based on the occupant pitch moment. The control process of step S1003P is performed by adjustment unit 522P.

[0061] Next, in step S1004P, microcomputer 510 calculates a target current value according to the required load of each of actuators 610A-610D, and outputs a control current according to the calculated target current value to actuators 610A-610D of active suspension 610. The control process of this step S1004P is performed by operation unit 523P.

[0062] FIG. 10 is a functional block diagram showing a second embodiment of roll angle control by the microcomputer 510. As shown in FIG. Here, the microcomputer 510 has the following functional sections: a setting section 531R, a comparison section 532R, an adjustment section 533R, and an operation section 534R. Microcomputer 510 then sets a standard roll angle according to the occupant roll moment, and controls actuators 610A-610D of active suspension 610 so that the actual roll angle becomes the standard roll angle.

[0063] The setting unit 531R is a functional unit that sets a standard roll angle (in other words, a target roll angle) based on the lateral acceleration of the vehicle 100, and, for example, obtains the standard roll angle by multiplying the signal of the lateral acceleration of the vehicle 100 obtained from the acceleration sensor 410 by a gain. The standard roll angle that setting unit 531R determines based on the lateral acceleration of vehicle 100 is a roll angle in the opposite direction to the normal roll caused by turning (i.e., the roll in which the inner wheel lifts during turning), and is a roll angle corresponding to the occupant roll moment, as described below.

[0064] The comparison unit 532R acquires a signal of the standard roll angle from the setting unit 531R, and also acquires a signal of the actual roll angle of the vehicle 100 from the roll angle sensor 420, and subtracts the standard roll angle from the actual roll angle to obtain a roll angle difference (in other words, a control operation signal). The adjustment unit 533R acquires the roll angle deviation signal from the comparison unit 532R, and calculates the required load for each of the actuators 610A-610D of the active suspension 610, for example, by proportional action, integral action, and derivative action (hereinafter referred to as PID action) based on the roll angle deviation. That is, the adjustment unit 533R individually sets the target loads (in other words, the target thrust forces) of the actuators 610A-610D of the wheels 101-104 so that the actual roll angle approaches the reference roll angle, which is the target value.

[0065] The operation unit 534R acquires signals of the required loads of the actuators 610A-610D from the adjustment unit 533R, and determines the target current values ​​corresponding to the required loads of the actuators 610A-610D, for example, by referring to a map that defines the relationship between the required loads and the target current values. Then, the operation unit 534R outputs a control current corresponding to the obtained target current value to the actuators 610A-610D of the active suspension 610.

[0066] Here, the process of setting the reference roll angle based on the lateral acceleration of the vehicle 100 will be described. From the above-mentioned formula 3, the ideal state of the occupant roll moment, that is, the state in which the occupant roll moment is smallest and the occupant comfort is as high as possible, is the state in which formula 7 is established.

number

[0067] The roll angle φ when Equation 7 is satisfied can be calculated from Equation 8.

number

[0068] Here, from the above-mentioned formulas 1 and 2, formula 9 is obtained.

number

[0069] Then, from Equation 8 and Equation 9, Equation 10 is derived.

number

[0070] In other words, the standard roll angle for making the occupant roll moment ideal (in other words, for minimizing the occupant roll moment) can be obtained by multiplying the lateral acceleration at the occupant's seating position by a gain that is a negative constant. The lateral acceleration used by microcomputer 510 to calculate the reference roll angle may be either the lateral acceleration at the seating position of the occupant or the lateral acceleration at the center of gravity of vehicle 100.

[0071] FIG. 11 is a flowchart showing the control process in the functional blocks of FIG. In step S1101R, microcomputer 510 calculates a reference roll angle for reducing the occupant roll moment based on the lateral acceleration.

[0072] Next, in step S1102R, microcomputer 510 calculates the deviation between the actual roll angle and the reference roll angle. Then, in step S1103R, microcomputer 510 outputs control currents for actuators 610A-610D of active suspension 610 based on the deviation between the actual roll angle and the reference roll angle.

[0073] FIG. 12 is a functional block diagram showing a third embodiment of roll angle control by the microcomputer 510. As shown in FIG. Here, the microcomputer 510 has the following functional sections: a standard roll angle setting section 541R, a tangent calculation section 542R, a standard suspension stroke amount setting section 543R, a comparison section 544R, an adjustment section 545R, and an operation section 546R.

[0074] Then, the microcomputer 510 converts the standard roll angle into a standard suspension stroke amount, and outputs a control current based on the suspension stroke difference, which is the deviation between the standard suspension stroke amount and the actual suspension stroke amount, to the actuators 610A-610D of the active suspension 610. The reference roll angle setting unit 541R is a functional unit that sets the reference roll angle based on the lateral acceleration of the vehicle 100, and for example, obtains the reference roll angle by multiplying the signal of the lateral acceleration of the vehicle 100 obtained from the acceleration sensor 410 by a gain.

[0075] Tangent calculation unit 542R acquires the signal of the standard roll angle from standard roll angle setting unit 541R, and performs tangent calculation on the standard roll angle. The standard suspension stroke amount setting unit 543R multiplies the tan calculation value for the standard roll angle obtained from the tan calculation unit 542R by half the tread width of the vehicle 100 to determine the standard suspension stroke amount (in other words, the target suspension stroke amount) for each wheel 101-104 to achieve the standard roll angle.

[0076] Here, the active suspension 610 includes suspension stroke sensors 611A-611D that detect the stroke amount of the suspension of each of the wheels 101-104 (see FIG. 1). The comparison unit 544R acquires a signal of the standard suspension stroke amount from the standard suspension stroke amount setting unit 543R, and also acquires a signal of the actual suspension stroke amount from the suspension stroke sensors 611A-611D.

[0077] The comparison unit 544R subtracts the standard suspension stroke amount from the actual suspension stroke amount to obtain the suspension stroke amount deviation for each of the wheels 101-104. The adjustment unit 545R acquires the signal of the suspension stroke amount deviation from the comparison unit 544R, and calculates the required load for each of the actuators 610A-610D of the active suspension 610 by PID operation or the like so as to reduce the suspension stroke amount deviation.

[0078] Operation unit 546R acquires signals of the required loads of actuators 610A-610D from adjustment unit 545R, and calculates target current values ​​according to the required loads of actuators 610A-610D. Then, the operation unit 546R outputs a control current corresponding to the obtained target current value to the actuators 610A-610D of the active suspension 610.

[0079] FIG. 13 is a flowchart showing the control process in the functional blocks of FIG. In step S1201R, microcomputer 510 calculates a reference roll angle for reducing the occupant roll moment based on the lateral acceleration of vehicle 100. Next, in step S1202R, the microcomputer 510 converts the reference roll angle into a reference suspension stroke amount for each of the wheels 101-104.

[0080] Furthermore, in step S1203R, microcomputer 510 calculates the deviation between the actual suspension stroke amount and the standard suspension stroke amount. Then, in step S1204R, microcomputer 510 outputs control currents for actuators 610A-610D of active suspension 610 based on the deviation between the actual suspension stroke amount and the standard suspension stroke amount for each of wheels 101-104.

[0081] The microcomputer 510 can perform pitch angle control based on the reference pitch angle in the same manner as the roll angle control based on the reference roll angle shown in FIGS. FIG. 14 is a functional block diagram showing a second embodiment of the pitch angle control of the microcomputer 510. As shown in FIG. Here, the microcomputer 510 has the following functional units: a setting unit 531P, a comparison unit 532P, an adjustment unit 533P, and an operation unit 534P.

[0082] The setting unit 531P is a functional unit that sets a standard pitch angle (in other words, a target pitch angle) based on the longitudinal acceleration of the vehicle 100, and, for example, calculates the standard pitch angle by multiplying the signal of the longitudinal acceleration of the vehicle 100 obtained from the acceleration sensor 410 by a gain. The standard pitch angle that the setting unit 531P determines based on the longitudinal acceleration of the vehicle 100 is a pitch angle that is opposite to the normal pitch due to acceleration and deceleration of the vehicle 100, and is a pitch angle that corresponds to the occupant pitch moment, as described below.

[0083] The comparison unit 532P acquires a signal of the standard pitch angle from the setting unit 531P, acquires a signal of the actual pitch angle of the vehicle 100 from the pitch angle sensor 430, and calculates the pitch angle difference by subtracting the standard pitch angle from the actual pitch angle. The adjustment unit 533P acquires the signal of the pitch angle deviation from the comparison unit 532P, and calculates the required load for each of the actuators 610A-610D of the active suspension 610, for example, by PID operation based on the pitch angle deviation.

[0084] The operation unit 534P acquires signals of the required loads of the actuators 610A-610D from the adjustment unit 533P, calculates target current values ​​according to the required loads of the actuators 610A-610D, and outputs control currents according to the calculated target current values ​​to the actuators 610A-610D of the active suspension 610. Here, a process for setting the reference pitch angle based on the longitudinal acceleration of the vehicle 100 will be described.

[0085] From the above-mentioned Equation 6, the ideal state of the occupant pitch moment, that is, the state in which the occupant pitch moment is minimized and the occupant comfort is maximized, is the state in which Equation 11 is established.

number

[0086] The pitch angle θ when Equation 11 is satisfied can be calculated from Equation 12.

number

[0087] Here, from the above-mentioned formulas 4 and 5, formula 13 is obtained.

number

[0088] Then, from Formula 12 and Formula 13, Formula 14 is derived.

number

[0089] In other words, the standard pitch angle for bringing the occupant pitch moment into an ideal state (in other words, for minimizing the occupant pitch moment) can be obtained by multiplying the longitudinal acceleration at the occupant's seating position by a gain that is a negative constant, and this standard pitch angle is a value that corresponds to the occupant pitch moment. The longitudinal acceleration used by microcomputer 510 to calculate the reference pitch angle may be either the longitudinal acceleration at the seating position of the occupant or the longitudinal acceleration at the center of gravity of vehicle 100.

[0090] FIG. 15 is a flowchart showing the control process performed by the microcomputer 510 in the functional blocks of FIG. In step S1101P, microcomputer 510 calculates a reference pitch angle for reducing the occupant pitch moment based on the longitudinal acceleration.

[0091] Next, in step S1102P, microcomputer 510 calculates the deviation between the actual pitch angle and the reference pitch angle. Then, in step S1103P, microcomputer 510 outputs control currents for actuators 610A-610D of active suspension 610 based on the deviation between the actual pitch angle and the reference pitch angle.

[0092] FIG. 16 is a functional block diagram showing a third embodiment of pitch angle control by the microcomputer 510. As shown in FIG. Here, the microcomputer 510 has the following functional sections: a reference pitch angle setting section 541P, a tangent calculation section 542P, a reference suspension stroke amount setting section 543P, a comparison section 544P, an adjustment section 545P, and an operation section 546P.

[0093] The microcomputer 510 then converts the standard pitch angle into a standard suspension stroke amount for each wheel 101-104, and outputs a control current based on the deviation between the standard suspension stroke amount and the actual suspension stroke amount to the actuators 610A-610D of the active suspension 610. The standard pitch angle setting unit 541P is a functional unit that sets the standard pitch angle based on the longitudinal acceleration of the vehicle 100, and for example, calculates the standard pitch angle by multiplying the signal of the longitudinal acceleration of the vehicle 100 obtained from the acceleration sensor 410 by a gain.

[0094] Tangent calculation unit 542P acquires the signal of the reference pitch angle from reference pitch angle setting unit 541P, and performs tangent calculation on the reference pitch angle. The standard suspension stroke amount setting unit 543P determines the standard suspension stroke amount (in other words, the target suspension stroke amount) for each wheel 101-104 that realizes the standard pitch angle by multiplying the distance from the front wheel axle to the vehicle center of gravity position for the front wheels, and by multiplying the tan calculation value for the standard pitch angle obtained from the tan calculation unit 542P by the distance from the rear wheel axle to the vehicle center of gravity position for the rear wheels.

[0095] The comparison unit 544P acquires a signal of the standard suspension stroke amount from the standard suspension stroke amount setting unit 543P, and also acquires a signal of the actual suspension stroke amount from the suspension stroke sensors 611A-611D. The comparison unit 544P subtracts the standard suspension stroke amount from the actual suspension stroke amount to obtain the suspension stroke amount deviation for each of the wheels 101-104.

[0096] The adjustment unit 545P acquires the signal of the suspension stroke amount deviation from the comparison unit 544P, and calculates the required load for each of the actuators 610A-610D of the active suspension 610 by PID operation or the like so as to reduce the suspension stroke amount deviation. Operation unit 546P acquires signals of the required loads of actuators 610A-610D from adjustment unit 545P, and calculates target current values ​​according to the required loads of actuators 610A-610D. Then, operation unit 546P outputs a control current corresponding to the obtained target current value to actuators 610A-610D of active suspension 610.

[0097] FIG. 17 is a flowchart showing the control process in the functional blocks of FIG. In step S1201P, microcomputer 510 calculates a reference pitch angle for reducing the occupant pitch moment based on the longitudinal acceleration of vehicle 100. Next, in step S1202P, the microcomputer 510 converts the reference pitch angle into a reference suspension stroke amount for each of the wheels 101-104.

[0098] Furthermore, in step S1203P, the microcomputer 510 calculates the deviation between the actual suspension stroke amount and the standard suspension stroke amount for each of the wheels 101-104. Then, in step S1204P, microcomputer 510 outputs control currents for actuators 610A-610D of active suspension 610 based on the deviation between the actual suspension stroke amount and the standard suspension stroke amount for each of wheels 101-104.

[0099] The technical ideas explained in the above embodiments can be used in appropriate combinations as long as no contradiction occurs. Furthermore, although the contents of the present invention have been specifically described with reference to preferred embodiments, it is obvious that a person skilled in the art can adopt various modified embodiments based on the basic technical idea and teachings of the present invention.

[0100] In the above embodiment, the microcomputer 510 controls the roll angle and pitch angle of the vehicle 100 (more specifically, the body of the vehicle 100) in accordance with the occupant roll moment and the occupant pitch moment, but the control of the attitude of the vehicle 100 is not limited to controlling the attitude of the body. For example, in the case of a vehicle equipped with actuators that individually change the attitude of the seats on which occupants sit relative to the vehicle body, the microcomputer 510 can control the attitude of the seats so as to reduce the occupant roll moment and occupant pitch moment. That is, the posture of the vehicle in this application includes the posture of the vehicle body and the posture of the seat.

[0101] Furthermore, the actuator section that controls the attitude of the vehicle 100 is not limited to the active suspension 610 . For example, the vehicle control device 500 (microcomputer 510) can control the attitude of the vehicle 100 by controlling actuators that apply braking and driving forces to the wheels 101-104.

[0102] Furthermore, when multiple occupants are on board the vehicle 100, the vehicle control device 500 (microcomputer 510) can calculate the moment applied to each occupant (more specifically, the occupant roll moment and / or the occupant pitch moment) and control the vehicle posture using the average value or maximum value of the calculated moments applied to the multiple occupants as a control index. In addition, when the vehicle control device 500 (microcomputer 510) calculates the moment applied to the occupant (more specifically, the occupant roll moment and / or the occupant pitch moment) based on the acceleration at the center of gravity of the vehicle 100, it can make corrections to the calculation of the moment applied to the occupant depending on the difference in the relative position between the center of gravity of the vehicle 100 and the seat. [Explanation of symbols]

[0103] 100...vehicle, 200...vehicle control system, 300...occupant specification acquisition unit, 400...vehicle motion state acquisition unit, 500...vehicle control device, 510...microcomputer (control unit), 600...actuator unit, 610...active suspension

Claims

1. A vehicle control device having a control unit that outputs a result of calculation based on input information, The control unit Acquire occupant specifications including the mass of a vehicle occupant and the position of the center of gravity of the occupant; acquiring a physical quantity related to a roll angle of the vehicle; Acquire a physical quantity related to the acceleration of the vehicle; and outputting a control command to operate an actuator unit that controls the roll angle of the vehicle, based on a physical quantity related to an occupant roll moment that is generated in the occupant due to a force that the occupant receives from a behavior of the vehicle, the physical quantity related to the roll angle, and the physical quantity related to the acceleration, the actuator unit is an active suspension, The control unit acquiring a physical quantity related to a suspension stroke of the active suspension; calculating a suspension stroke difference which is the difference between the acquired suspension stroke and a standard suspension stroke obtained by converting a standard roll angle of the vehicle, which is a roll angle in the opposite direction to the roll angle of the vehicle and is calculated based on the occupant roll moment, into a suspension stroke of the active suspension; outputting a control command to operate the active suspension so as to reduce the suspension stroke difference; Vehicle control device.

2. A vehicle control device having a control unit that outputs a result of calculation based on input information, The control unit Acquire occupant specifications including the mass of a vehicle occupant and the position of the center of gravity of the occupant; acquiring a physical quantity related to a pitch angle of the vehicle; Acquire a physical quantity related to the acceleration of the vehicle; and outputting a control command to operate an actuator unit that controls the pitch angle of the vehicle, based on a physical quantity related to an occupant pitch moment that is generated in the occupant due to a force that the occupant receives from a behavior of the vehicle, the physical quantity related to the pitch angle, and the physical quantity related to the acceleration, the physical quantity being calculated based on the occupant specifications, the physical quantity related to the pitch angle, and the physical quantity related to the acceleration, the actuator unit is an active suspension, The control unit acquiring a physical quantity related to a suspension stroke of the active suspension; calculating a suspension stroke difference which is the difference between the acquired suspension stroke and a standard suspension stroke obtained by converting a standard pitch angle of the vehicle, which is a pitch angle in the opposite direction to the pitch angle of the vehicle and is calculated based on the occupant pitch moment, into a suspension stroke of the active suspension; outputting a control command to operate the active suspension so as to reduce the suspension stroke difference; Vehicle control device.

3. A vehicle control method executed by a control unit mounted on a vehicle, comprising: acquiring occupant specifications including a mass of an occupant of the vehicle and a center of gravity position of the occupant; acquiring a physical quantity related to a roll angle of the vehicle; acquiring a physical quantity related to the acceleration of the vehicle; outputting a control command to operate an actuator unit that controls the roll angle of the vehicle, based on a physical quantity related to an occupant roll moment generated in the occupant due to a force applied to the occupant from a behavior of the vehicle, the physical quantity related to the roll angle, and the physical quantity related to the acceleration; Including, the actuator unit is an active suspension, The step of outputting the control command includes: acquiring a physical quantity related to a suspension stroke of the active suspension; a step of calculating a suspension stroke difference, which is the difference between the acquired suspension stroke and a standard suspension stroke obtained by converting a standard roll angle of the vehicle, which is calculated based on the occupant roll moment and is a roll angle in the opposite direction to the roll angle of the vehicle, into a suspension stroke of the active suspension; outputting a control command to operate the active suspension so as to reduce the suspension stroke difference; Contains Vehicle control method.

4. A vehicle control method executed by a control unit mounted on a vehicle, comprising: acquiring occupant specifications including a mass of an occupant of the vehicle and a center of gravity position of the occupant; acquiring a physical quantity related to a pitch angle of the vehicle; acquiring a physical quantity related to the acceleration of the vehicle; outputting a control command to operate an actuator unit that controls the pitch angle of the vehicle, based on a physical quantity related to an occupant pitch moment generated in the occupant due to a force applied to the occupant from a behavior of the vehicle, the physical quantity related to the pitch angle, and the physical quantity related to the acceleration; Including, the actuator unit is an active suspension, The step of outputting the control command includes: acquiring a physical quantity related to a suspension stroke of the active suspension; a step of calculating a suspension stroke difference, which is the difference between the acquired suspension stroke and a standard suspension stroke obtained by converting a standard pitch angle of the vehicle, which is a pitch angle in the opposite direction to the pitch angle of the vehicle and is calculated based on the occupant pitch moment, into a suspension stroke of the active suspension; outputting a control command to operate the active suspension so as to reduce the suspension stroke difference; Contains Vehicle control method.

5. an attitude angle detection unit that detects a physical quantity related to a roll angle of the vehicle; an active suspension as an actuator unit for controlling the attitude of the vehicle; A control unit that outputs a result of calculation based on input information, Acquire occupant specifications including a mass of an occupant of the vehicle and a center of gravity position of the occupant; acquiring a physical quantity related to a roll angle of the vehicle; Acquire a physical quantity related to the acceleration of the vehicle; outputting a control command to operate the active suspension based on a physical quantity related to an occupant roll moment generated in the occupant due to a force applied to the occupant from a behavior of the vehicle, the physical quantity related to the roll angle, and the physical quantity related to the acceleration, the physical quantity being calculated based on the occupant specifications, the physical quantity related to the roll angle, and the physical quantity related to the acceleration; The control unit; Equipped with The control unit acquiring a physical quantity related to a suspension stroke of the active suspension; calculating a suspension stroke difference which is the difference between the acquired suspension stroke and a standard suspension stroke obtained by converting a standard roll angle of the vehicle, which is a roll angle in the opposite direction to the roll angle of the vehicle and is calculated based on the occupant roll moment, into a suspension stroke of the active suspension; outputting a control command to operate the active suspension so as to reduce the suspension stroke difference; Vehicle control system.

6. an attitude angle detection unit that detects a physical quantity related to a pitch angle of the vehicle; an active suspension as an actuator unit for controlling the attitude of the vehicle; A control unit that outputs a result of calculation based on input information, Acquire occupant specifications including a mass of an occupant of the vehicle and a center of gravity position of the occupant; acquiring a physical quantity related to a pitch angle of the vehicle; Acquire a physical quantity related to the acceleration of the vehicle; outputting a control command to operate the active suspension based on a physical quantity related to an occupant pitch moment generated in the occupant due to a force applied to the occupant from a behavior of the vehicle, the physical quantity related to the pitch angle, and the physical quantity related to the acceleration, the physical quantity being calculated based on the occupant specifications, the physical quantity related to the pitch angle, and the physical quantity related to the acceleration; The control unit; Equipped with The control unit acquiring a physical quantity related to a suspension stroke of the active suspension; calculating a suspension stroke difference which is the difference between the acquired suspension stroke and a standard suspension stroke obtained by converting a standard pitch angle of the vehicle, which is a pitch angle in the opposite direction to the pitch angle of the vehicle and is calculated based on the occupant pitch moment, into a suspension stroke of the active suspension; outputting a control command to operate the active suspension so as to reduce the suspension stroke difference; Vehicle control system.

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