Vehicle Motion Control Device

• US 20120179349A1
• Filed: 08/02/2010
• Published: 07/12/2012
• Est. Priority Date: 09/30/2009
• Status: Abandoned Application

• Current Assignee: Hitachi Automotive Systems Limited (Hitachi, Ltd.)
• Original Assignee: Hitachi Automotive Systems Limited (Hitachi, Ltd.)
• Inventors: Yamakado, Makoto, Yokoyama, Atsushi, Takahashi, Junya, Yoshida, Tatsuya, Saito, Shinjiro
• Application Number:
  US13/395,015
• Publication Number:
  US 20120179349A1
• Time in Patent Office: Days
• US Class Current: 701/89
• CPC Class Codes: B60T 2270/302 for all-wheel drive vehicles
• CPC Class Codes: B60T 8/1755 Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve road vehicle drive control systems for control of driving stability otherwise than by controlling a particular sub-unit B60W30/02
• CPC Class Codes: B60W 10/04 including control of propulsion units
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/119 including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle B60W10/14 takes precedence
• CPC Class Codes: B60W 10/18 including control of braking systems
• CPC Class Codes: B60W 10/184 with wheel brakes
• CPC Class Codes: B60W 2720/14 Yaw
• CPC Class Codes: B60W 2720/30 Wheel torque
• CPC Class Codes: B60W 30/045 Improving turning performance
• CPC Class Codes: B60W 30/18145 Cornering

Abstract

There is provided a vehicle drive control system that feels less unnatural and that enables an improvement in safety performance. A vehicle motion control system capable of independently controlling a driving force and a braking force of four wheels comprises: a first mode (G-Vectoring control) in which substantially the same driving force and braking force are generated with respect to left and right wheels among the four wheels based on a longitudinal acceleration/deceleration control command that is coordinated with the vehicle'"'"'s lateral motion; and a second mode (sideslip prevention control) in which different driving forces and braking forces are generated with respect to the left and right wheels among the four wheels based on a target yaw moment derived from the vehicle'"'"'s sideslip information, wherein the first mode is selected when the target yaw moment is equal to or less than a pre-defined threshold, and the second mode is selected when the target yaw moment is greater than the threshold (FIG. 11).

Claims

1. A vehicle motion control system capable of independently controlling a driving force and braking force of four wheels, the vehicle motion control system comprising:

a first mode in which substantially the same driving force and braking force are generated with respect to left and right wheels among the four wheels based on a target longitudinal acceleration/deceleration control command that is coordinated with a lateral motion of the vehicle; and

a second mode in which different driving forces and braking forces are generated with respect to the left and right wheels among the four wheels based on a target yaw moment derived from sideslip information of the vehicle, wherein

the first mode is selected when the target yaw moment is equal to or less than a pre-defined threshold, and the second mode is selected when the target yaw moment is greater than the threshold.

2. The vehicle motion control system according to claim 1, further comprising:

a vehicle lateral motion model that estimates estimated lateral acceleration, a target yaw rate, and a target sideslip angle based on inputted steering angle δ and

vehicle speed V;

a first processing unit that calculates the target longitudinal acceleration/deceleration control command based on lateral acceleration and lateral jerk that are calculated based on the estimated lateral acceleration and actual lateral acceleration;

a second processing unit that calculates the target yaw moment based on a deviation between the target yaw rate and an inputted actual yaw rate, and on a deviation between the target sideslip angle and an inputted actual sideslip angle; and

a braking force/driving force distribution unit that calculates a braking force/driving force of each wheel of the vehicle based on the target longitudinal acceleration/deceleration control command or on the target yaw moment.

3. The vehicle motion control system according to claim 2, wherein it is determined whether or not the target longitudinal acceleration/deceleration control command is zero, and if the target longitudinal acceleration/deceleration control command is not zero and the target yaw moment is equal to or less than the pre-defined threshold, a braking force/driving force of each wheel of the vehicle is calculated at the braking force/driving force distribution unit based on the target longitudinal acceleration/deceleration control command so as to distribute the braking forces/driving forces of the left and right wheels substantially evenly.

4. The vehicle motion control system according to claim 2, wherein it is determined whether or not the target longitudinal acceleration/deceleration control command is zero, and if the target longitudinal acceleration/deceleration control command is zero, or if the target longitudinal acceleration/deceleration control command is not zero and the target yaw moment is greater than the pre-defined threshold, a braking force/driving force of each wheel of the vehicle is calculated at the braking force/driving force distribution unit based on the target yaw moment so as to distribute the braking forces/driving forces of the left and right wheels individually.

5. The vehicle motion control system according to claim 1, wherein actual longitudinal acceleration during control in the second mode is correctively controlled in such a manner as to apply substantially the same braking force and/or driving force to the left and right wheels among the four wheels so as to reduce the difference relative to the target longitudinal acceleration/deceleration control command.

6. The vehicle motion control system according to claim 1, wherein the target longitudinal acceleration/deceleration control command is so determined as to transition in a curved manner in a diagram with the passage of time, the diagram being defined in such a manner that its horizontal axis represents the vehicle'"'"'s longitudinal acceleration and the vertical axis the vehicle'"'"'s lateral acceleration.

7. The vehicle motion control system according to claim 1, wherein the target longitudinal acceleration/deceleration control command is determined in such a manner that the vehicle decelerates as the vehicle'"'"'s lateral acceleration increases, and that the vehicle accelerates as the vehicle'"'"'s lateral acceleration decreases.

8. The vehicle motion control system according to claim 1, wherein the target longitudinal acceleration/deceleration control command is determined in such a manner that the vehicle decelerates as the vehicle'"'"'s steering angle increases, and that the vehicle accelerates as the vehicle'"'"'s steering angle decreases.

9. The vehicle motion control system according to claim 1, wherein the target longitudinal acceleration/deceleration control command, G_xc, is determined by

10. The vehicle motion control system according to claim 1, wherein, where the vehicle'"'"'s measured longitudinal acceleration and lateral acceleration are indicated in a diagram whose horizontal axis represents the vehicle'"'"'s acceleration in the positive direction and deceleration in the negative direction, and whose vertical axis represents the vehicle'"'"'s leftward lateral acceleration in the positive direction and rightward acceleration in the negative direction, if the target yaw moment is a clockwise value as viewed from above the vehicle, a greater deceleration force is imparted to the left wheels than the right wheels or a greater driving force is imparted to the right wheels than the left wheels, and if the target yaw moment is an anti-clockwise value as viewed from above the vehicle, a greater deceleration force is imparted to the right wheels than the left wheels or a greater driving force is imparted to the left wheels than the right wheels.

11. The vehicle motion control system according to claim 6, wherein, where the vehicle'"'"'s measured longitudinal acceleration and lateral acceleration are indicated in a diagram whose horizontal axis represents the vehicle'"'"'s acceleration in the positive direction and deceleration in the negative direction, and whose vertical axis represents the vehicle'"'"'s leftward lateral acceleration in the positive direction and rightward acceleration in the negative direction, longitudinal acceleration/deceleration is determined in accordance with lateral motion in such a manner as to exhibit a clockwise curved transition with the passage of time if an anti-clockwise motion is started as viewed from above the vehicle, and to exhibit an anti-clockwise curved transition with the passage of time if a clockwise motion is started as viewed from above the vehicle.

12. The vehicle motion control system according to claim 1, wherein the sideslip information of the vehicle comprises a steering angle, a vehicle speed, a yaw rate, and a sideslip angle.

13. The vehicle motion control system according to claim 2, wherein the braking force/driving force distribution unit calculates the braking force and/or driving force of each wheel of the vehicle based on a deviation between the target longitudinal acceleration/deceleration control command and a value obtained by multiplying measured actual longitudinal acceleration by a pre-defined gain or by differentiating the measured actual longitudinal acceleration.

14. The vehicle motion control system according to claim 2, wherein the target longitudinal acceleration/deceleration control command is determined using one of lateral jerk calculated using the estimated lateral acceleration estimated with the vehicle lateral motion model and actual lateral jerk obtained by differentiating the vehicle'"'"'s actually measured lateral acceleration.

15. The vehicle motion control system according to claim 2, further comprising:

a plurality of modes with varying calculation methods for the target longitudinal acceleration/deceleration control command; and

switching means for switching between the plurality of modes.

16. The vehicle motion control system according to claim 15, wherein the plurality of modes are modes of calculation methods for the target longitudinal acceleration/deceleration control command that vary in accordance with a traveled road surface.

17. The vehicle motion control system according to claim 15, wherein the switching means comprises a control selector that is provided within the vehicle and that is switchable through driver operation.