JP2011116271A - Apparatus and method for controlling inertia of moving body - Google Patents

Abstract

In an inertia control device and method, for example, it is possible to more appropriately and easily control the behavior of a moving body such as a vehicle.
An inertial control device (1) for a moving body is provided at a front portion positioned in front of the moving body (100) with respect to a traveling direction, and is generated in a lateral direction with respect to the traveling direction. First detecting means (SF) for detecting the first lateral acceleration of the moving body, and a rear portion of the moving body that is positioned behind the moving body and is swayed in the lateral direction along the front portion. The second detection means (SR) for detecting the second lateral acceleration of the rear portion generated in the rear, the force application means (10R, 21R, 10L, 21L, etc.) for applying force to the rear portion, and the detected first lateral Control means (8) for controlling the force applying means to apply a predetermined force to the rear portion for reducing the phase difference between the front portion and the rear portion in accordance with the difference between the acceleration and the detected second lateral acceleration. Etc.).
[Selection] Figure 1

Description

  The present invention relates to a technical field of an inertia control device and method for a moving body such as a vehicle behavior control device that controls the behavior of a vehicle, for example.

  As an inertial control device for this type of moving body, for example, in Patent Document 1 or the like, a technique for estimating the lateral acceleration of the front part of the vehicle from the lateral acceleration of the rear part of the vehicle and controlling the behavior of the vehicle based on this estimation. Is disclosed.

  Further, as an inertial control device for this type of moving body, for example, in Patent Document 2 and the like, a state quantity such as a response phase state and a response delay of a control device is calculated from a vehicle model, so that an active operation by a driver is prevented. A technique for adjusting the phase state of the output is disclosed.

  Further, as an inertial control device for this type of moving body, in Patent Document 3 and the like, lateral acceleration sensors are provided at the front part and the rear part of the vehicle, respectively, in order to improve the accuracy of the four-wheel drive steering. A technique for correcting the amount of the steering angle of the rear wheel based on the lateral acceleration at the front portion and the lateral acceleration at the rear portion is disclosed.

Japanese Utility Model Publication No. 5-084508 JP 2008-007001 A JP-A-5-305875

  However, in the technique disclosed in the above-described Patent Document 1 or the like, one of the lateral acceleration of the front portion of the vehicle and the lateral acceleration of the rear portion of the vehicle is estimated based on an experimental model, It does not support situations other than experimental models. For this reason, for example, there arises a technical problem that it is impossible to prevent the vibration caused by the structural kinking of the vehicle body and the vibration caused by the external environment such as the wind pressure.

  In addition, in the technology disclosed in the above-described Patent Document 2 and the like, the human operation is only corrected from the relationship of the output with respect to the input of the human operation, and is directly attributable to the human operation occurring in the vehicle. However, for example, there is a technical problem that it is impossible to prevent vibrations caused by the external environment such as vibrations caused by structural kinking of the vehicle body and wind pressure.

  Further, in the technique disclosed in Patent Document 3 and the like described above, it is not possible to prevent generation of vibrations uncomfortable for the driver due to structural kinking of the vehicle body. Occurs.

  Accordingly, the present invention has been made in view of the above-described problems, and provides an inertial control device and method for a moving body that can more appropriately and simply control the behavior of the moving body such as a vehicle. This is the issue.

  In order to solve the above problems, an inertial control device for a moving body according to the present invention is provided at a front portion positioned in front of the moving body with reference to the traveling direction, and is generated in a lateral direction with respect to the traveling direction. A first detecting means for detecting a first lateral acceleration of the front part, and a rear part positioned behind the movable body with reference to the traveling direction and swinging in the lateral direction along the front part. A second detecting means for detecting a second lateral acceleration of the rear portion generated in the lateral direction; a force applying means for applying a force to the rear portion; the detected first lateral acceleration and the detection; Control means for controlling the force applying means so as to apply a predetermined force to the rear portion for reducing a phase difference between the front portion and the rear portion in accordance with a difference between the second lateral acceleration and the second lateral acceleration. Is provided.

  According to the inertial control device for a moving body according to the present invention, for example, the first detection means configured by a gravity sensor or the like is provided at a front portion positioned in front of the moving body with respect to the traveling direction, and the traveling direction is determined. The first lateral acceleration generated in the lateral direction with respect to the reference is detected. “Detection” according to the present invention typically means “detection”, “selection” or the like of a certain physical quantity indicating a lateral acceleration or a predetermined range of parameters. Furthermore, some physical quantity or parameter indicating the lateral acceleration may include “detection”, “measurement”, “measurement”, or the like, directly or indirectly.

  For example, the second detection means configured by a gravity sensor or the like is provided behind the moving body with respect to the traveling direction, and is provided in the rear part that rolls sideways along the front part. A second lateral acceleration at the rear part is detected. Here, the front part according to the present invention means, for example, a part of a moving body located on the front wheel side of the vehicle, and the rear part according to the present invention refers to another moving body located on the rear wheel side of the vehicle, for example. Mean part. According to the research by the inventors of the present application, typically, one of the front part and the rear part of the mobile body is based on the structural elasticity of the mobile body, such as the structural elastic modulus of the vehicle. It is swayed in the horizontal direction by being pushed to the other of the part and the rear part. In addition, either one of the front part and the rear part of the moving body, through the wheel base, the lateral force based on the repulsive force that the tire or suspension provided on the one side receives from the ground contact surface, It exerts on the other of the front part and the rear part, causing a roll.

  For example, a force is applied to the rear portion by force applying means constituted by a double reversing gyro. Here, the “force” according to the present invention means a force acting on a part of the moving body such as a roll moment.

  For example, under the control of a control unit configured by a processor, a memory, and the like, the force applying unit determines whether the front portion and the rear portion are in accordance with the difference between the detected first lateral acceleration and the detected second lateral acceleration. A predetermined force for reducing the force phase difference is applied to the rear portion. Here, the “difference between the detected first lateral acceleration and the detected second lateral acceleration” according to the present invention is the magnitude of the detected first lateral acceleration and the magnitude of the detected second lateral acceleration. Or a time difference between the first timing at which the first lateral acceleration is detected and the second timing at which the second lateral acceleration is detected. May mean.

  Here, the predetermined force according to the present invention means a force that is applied to the rear portion at a predetermined timing and in a predetermined direction at a predetermined timing, and that reduces the phase difference between the front portion and the rear portion. Good. Moreover, the phase difference of force according to the present invention may typically mean a phase difference between the force of incidental vibration generated at the front portion and the force of incidental vibration generated at the rear portion. The force generated during the incidental vibration is hereinafter referred to as “the incidental vibration force” as appropriate. According to the study by the inventors of the present application, this incidental vibration is a lateral force that the moving body receives as a reaction force from the ground contact surface due to vibration based on structural elasticity of the moving body and steering of the moving body by the driver. It has been found that it is generated by combining vibrations based on. Note that “reducing the phase difference of force between the front portion and the rear portion” according to the present invention means reducing the magnitude of the phase difference of force and the force between the front portion and the rear portion. This means that the magnitude of the phase difference is not increased, that is, it is not changed.

  As a result of the above, it is possible to effectively reduce the vibration of the moving body (which is uncomfortable for the driver) generated due to the incidental vibration in the front part and the rear part. Typically, it is possible to effectively reduce incidental vibration caused by, for example, torsion of the body including the bush.

  In one aspect of the inertial control apparatus for a moving body according to the present invention, the control means controls the force applying means so as to apply the predetermined force within a predetermined time after the first lateral acceleration is detected. To do.

  Here, the predetermined time according to the present invention may mean a time interval from when the first lateral acceleration is detected to when the rear part starts rolling in the lateral direction after being pulled forward. The predetermined time is more effectively canceled out of the roll at the rear part based on various quantitative conditions such as the elastic coefficient of the structure of the moving body and the coefficient of restitution that the moving body receives from the ground. It may be defined concretely, theoretically, experimentally, empirically, or by simulation.

  According to this aspect, it is possible to quickly and more effectively reduce the vibration of the moving body that is uncomfortable for the driver, which is caused by the incidental vibration in the front part and the rear part.

  Typically, when the driver steers the moving body, the rolling force is applied to the rear portion at a second timing that is later in time than the first timing at which the rolling is detected at the front portion. For this reason, after the roll is detected at the front part, a predetermined force that reduces the roll at the rear part within a predetermined time is applied in a direction to cancel the roll at the rear part. More typically, after the roll is detected at the front part, a predetermined force that does not increase the roll at the rear part at a timing earlier than the second timing described above is canceled out by the roll at the rear part. Apply even in trace amounts in the direction.

  As a result of the above, it is possible to quickly and more effectively reduce the vibration of a moving body that is unpleasant for the driver, for example, which occurs due to incidental vibrations in the front part and the rear part.

  In another aspect of the inertial control device for a moving body according to the present invention, as the first detection means, a first measurement means for measuring the lateral acceleration, and as the second detection means, the lateral acceleration is measured. Second measuring means for measuring, and reaction wheel means as the force applying means.

  Here, the reaction wheel means according to the present invention means means capable of applying a force at the rear part by utilizing a gyro moment such as a double reversing gyro.

  According to this aspect, the reaction wheel means can apply the predetermined force to the rear portion with higher accuracy while realizing higher responsiveness.

  In the aspect related to the reaction wheel means described above, the reaction wheel means is a pair of the movable body that is rotatably supported and arranged so as to face each other along the direction in which the rotation axis extends, and the rotation directions are different from each other. The rotating body fixed to the moving body, and the rotating means for changing the rotating state of the pair of rotating bodies, and the rotating means for controlling the rotating means to change the rotating state of the pair of rotating bodies, respectively. And a rotation control means.

  If comprised in this way, a pair of rotary body will be mutually supported along the direction in which a rotating body is rotatably supported and a rotating shaft extends in a moving body, and a rotation direction is mutually different. Thereby, in a pair of rotary bodies, the difference of the rotational kinetic energy accompanying rotation can be mutually canceled. In other words, each of the pair of rotating bodies affects the difference between the rotational kinetic energy of one of the pair of rotating bodies and the rotational kinetic energy of the other rotating body of the pair of rotating bodies. It can be changed in the direction to be lost. Typically, in addition to the rotational directions of the pair of rotating bodies being different, it is preferable that the rotational speeds or rotational accelerations of the pair of rotating bodies are substantially equal. The rotational kinetic energy may mean a concept including a direction in which a force acts or a direction in which a gyro effect occurs in addition to the amount of kinetic energy.

  The “direction in which the rotation axis extends” according to the present invention may be any one of three-dimensional directions such as a height direction, a width direction, and a length direction in the moving body. Typically, for example, when the moving body turns rightward or leftward, when the moving body generates an inertial force in the roll direction, that is, a predetermined force, the direction in which the rotation axis extends is the length of the moving body. The direction is good. Further, when a predetermined force in the pitch direction is generated on the moving body, the direction in which the rotation axis extends may be the width direction of the moving body. Further, when a predetermined force in the yaw direction is generated on the moving body, the direction in which the rotation axis extends may be the height direction of the moving body.

  The rotating means is fixed to the moving body and changes the rotation state of the pair of rotating bodies. Here, “fixed to the moving body” according to the present invention may mean being supported by the moving body so that some force can be transmitted to the moving body. Typically, it may mean that it is supported so that a force can be transmitted to the moving body via an elastic force such as a vehicle body, an absorber, or a spring. The “rotating means” according to the present invention means means for applying a rotational force for rotating a rotating body such as an electric motor or a motor generator. Typically, the rotation state of the pair of rotating bodies may be changed by one rotating means via a shifting means such as a gear. Alternatively, typically, the rotation state of the pair of rotating bodies may be changed by a pair of rotating means capable of performing independent control or individual control, that is, two rotating means. Further, the “rotation state” according to the present invention means a physical quantity indicating the nature and state of a rotating object such as a rotation speed, a rotation acceleration, a rotation force, or a rotation torque in the rotating body. Further, “changing the rotational states of the pair of rotating bodies” according to the present invention means a pair of rotating bodies in addition to or instead of changing the rotating state of one of the pair of rotating bodies. It may mean changing the rotation state of the other rotating body. Typically, in addition to or instead of decelerating the rotational speed of one rotating body by independent control or individual control, it means increasing the rotational speed of the other rotating body by independent control or individual control. It's okay.

  Under the control of the control means, the rotating means changes the rotation state of the pair of rotating bodies, respectively. As a result, a predetermined force about the direction in which the rotation axis of the pair of rotating bodies extends, such as a roll moment, is generated from the pair of rotating bodies that intend to maintain the rotating state in the moving body to which the rotating means is fixed. be able to. In other words, reaction force due to increase / decrease in rotational kinetic energy of the pair of rotating bodies can be generated in the moving body. Typically, when a pair of rotating means such as a pair of motor generators are used as the rotating means, each of which changes the rotation state of the pair of rotating bodies, for example, one of the pair of rotating means is rotated. When a braking force is applied by applying an electromagnetic brake in the means and the rotational speed of one of the pair of rotating bodies rotating right is reduced, the moving body to which one rotating means is fixed is , One of the rotating bodies tries to rotate rightward by the inertial force that keeps rotating right according to the inertial force. Thereby, an electromagnetic brake is applied to one of the rotating means, so that a right roll moment, that is, a predetermined force can be generated in the moving body. On the other hand, in a substantially similar manner, a pair of rotations that rotate counterclockwise, which is rotated in the opposite direction to one of the rotating bodies, is applied with a rotational force by being driven by a battery in the other of the pair of rotating means. When the rotational speed of the other rotating body of the bodies is increased, the moving body to which the other rotating means is fixed receives reaction force from the other rotating body whose rotational speed of the left rotation is increased. In other words, it is kicked by the other rotating body that rotates counterclockwise and tries to rotate rightward. Thereby, the right roll moment, that is, a predetermined force can be generated in the moving body by increasing the rotation speed of the other rotating body by the other rotating means. In addition, in this way, the inertial force about the direction in which the rotation axis of the pair of rotating bodies such as a roll moment extends, which is caused by the pair of rotating bodies trying to maintain the rotation state, is expressed as follows: As appropriate, this is referred to as “inertial force based on the principle of reaction wheel”.

  As a result, in the moving body, the predetermined force based on the principle of the reaction wheel such as the roll moment described above can be applied to the rear portion with higher accuracy while realizing higher responsiveness. In particular, unlike CMG, the direction in which inertial force based on the principle of reaction wheel (in other words, gyro moment) is generated is one direction, so that a predetermined force is applied to the rear part by a simple configuration and a simple control method. It is possible to provide higher accuracy while realizing higher responsiveness.

  As a result of the above, by changing the rotation state of the pair of rotating bodies under the control of the rotation control means, it is possible to apply a predetermined force to the rear part with higher accuracy while realizing higher responsiveness. Is possible.

  In another aspect of the inertial control device for a moving body according to the present invention, the control means (i) reduces the degree of applying the predetermined force when the moving body is turning, and (ii) the movement When the body is not turning (for example, when traveling straight), the degree of applying the predetermined force is increased.

  According to this aspect, typically, when the moving body is turning, for example, the degree of applying a predetermined force by fixing the rotational speed (or rotational speed) of the above-described reaction wheel rotating body to a predetermined value. May be reduced. On the other hand, when the moving body is not turning, for example, the degree of applying the predetermined force may be increased by changing the rotational speed of the rotating body of the reaction wheel according to the speed of the moving body.

  As a result, other than vibration of the moving body caused by turning of the moving body, for example, driving caused by incidental vibration in the front part and the rear part caused by the external environment such as crosswinds and uneven roads. It is possible to more effectively reduce the vibration of a moving body that is unpleasant for a person.

  In the aspect according to the control means described above, the speed estimation means for estimating the speed of the moving body in response to a pressing of the driver of the moving body pushing the handle downward in the height direction of the moving body is further provided. And the control means is configured to increase the degree of application of the predetermined force as the estimated speed increases when the moving body is not turning (for example, when traveling straight). You may comprise so that it may control.

  If comprised in this way, speed estimation means will typically become the speed of a moving body, so that the driver | operator of a moving body increases the press which pushes a handle toward the height direction of a moving body large. It may be estimated that the speed of the moving body decreases as the pressure decreases.

  As a result, for example, vibrations of the moving body that are unpleasant for the driver caused by incidental vibrations in the front part and the rear part that are generated due to an external environment such as a crosswind or an uneven road, etc. Depending on the speed, it can be reduced more effectively.

  In another aspect of the inertial control apparatus for a moving body according to the present invention, a straight line connecting the position of the center of gravity of the moving body and the position of the first detection means, and the position of the center of gravity and the position of the second detection means are connected. The position of the first detection means and the position of the second detection means are set so that the angle formed by the straight line is 90 degrees or more.

  According to this aspect, typically, the front part and the rear part of the moving body vibrate due to rotational movement or torsion about the position of the center of gravity of the moving body. For this reason, since the angle formed by the straight line connecting the center of gravity position and the position of the first detection means and the straight line connecting the position of the center of gravity and the position of the second detection means is 90 degrees or more, a larger lateral width in the front portion. As well as being able to detect a swing, it is possible to detect a greater roll in the rear part, and consequently a greater difference in the roll in the front part and the rear part. Accordingly, a predetermined force that reduces the phase difference between the front portion and the rear portion is appropriately and effectively applied to the rear portion in accordance with the difference between the detected first lateral acceleration and the detected second lateral acceleration. Can be granted.

  In order to solve the above-described problem, the inertia control method for a moving body according to the present invention is provided in a front portion positioned in front of the moving body with respect to the traveling direction, and is generated in the lateral direction with respect to the traveling direction. A first detection step of detecting a first lateral acceleration of the front part, and a rear part positioned behind the moving body with respect to the traveling direction and swinging in the lateral direction along the front part. A second detection step of detecting a second lateral acceleration of the rear portion that is provided in the lateral direction, and according to a difference between the detected first lateral acceleration and the detected second lateral acceleration, And a control step of controlling the force applying means so as to apply a predetermined force for reducing a phase difference between the forces of the front part and the rear part to the rear part.

  According to the inertia control method for a moving body according to the present invention, it is possible to receive various benefits of the above-described inertial control device for a moving body according to the present invention.

  Incidentally, in response to the various aspects of the above-described mobile body inertial control device according to the present invention, the mobile body inertial control method according to the present invention can also adopt various aspects.

  The operation and other advantages of the present invention will become apparent from the best mode for carrying out the invention described below.

1 is an external perspective view conceptually showing a basic configuration of a vehicle equipped with a vehicle behavior control device according to the present embodiment. It is the block diagram which showed typically the one part detailed structure of the vehicle behavior control apparatus which paid its attention to the flow of the various control signals input / output to the control apparatus of the vehicle behavior control apparatus which concerns on this embodiment. It is the flowchart which showed the flow of the behavior control process by the control apparatus which performs overall control of the vehicle behavior control apparatus which concerns on this embodiment. In the motor generator fixed to the vehicle according to this embodiment, based on the principle of the reaction wheel, schematic diagrams schematically showing the principle that the right and left roll moments are generated (FIG. 4A and FIG. 4). b)). It is the graph which showed quantitatively and qualitatively the correlation with the predetermined value regarding the average value of the rotational speed of the two rotary bodies which concern on this embodiment, and a vehicle speed. When the vehicle according to the present embodiment turns to the right, an external perspective view (FIG. 6 (a)) schematically showing a roll moment and an accompanying vibration force generated at the front part and the rear part, and at the front part. It is the graph (FIG.6 (b)) which showed the phase difference of the force of incidental vibration and the force of incidental vibration in a rear part. When the vehicle according to the comparative example turns to the right, an external perspective view (FIG. 7A) schematically showing a roll moment and an accompanying vibration force generated at the front part and the rear part and an accessory at the front part. It is the graph (FIG.7 (b)) which showed the phase difference of the force of vibration and the force of incidental vibration in a rear part. It is the external appearance perspective view (Drawing 8 (a) and Drawing 8 (b)) which showed a part of composition of the vehicle behavior control device concerning the 2nd and 3rd embodiments notionally, respectively.

(First embodiment)
(Basic configuration)
First, the basic configuration of the vehicle behavior control device according to the present embodiment will be described with reference to FIG. FIG. 1 is an external perspective view conceptually showing the basic structure of a vehicle equipped with the vehicle behavior control apparatus according to this embodiment. In the present embodiment, the case where the vehicle behavior control device 1 controls the behavior in the roll direction among the rotation direction of the vehicle 100, that is, the yaw direction, the roll direction, and the pitch direction will be described. It is not limited.

  As shown in FIG. 1, the vehicle behavior control device 1 according to this embodiment is mounted on a vehicle 100. In this vehicle 100, left and right front wheels 101R and 101L are rotatably connected to a drive shaft 103, and left and right rear wheels 102R and 102L are rotatably connected to a drive shaft 104. A driving force from a driving source such as an internal combustion engine or an electric motor (not shown) is transmitted to at least one of the driving shafts 103 and 104. Therefore, the driving force from the driving source is transmitted to the left and right front wheels 101R and 101L or the left and right rear wheels 102R and 102L via at least one of the driving shafts 103 and 104, and is transmitted on the road surface. Thereby, the vehicle 100 can move forward or backward in the vehicle length direction. The vehicle 100 is equipped with a steering device 105 that steers the left and right front wheels 101R, 101L. The steering device 105 rotates the steering wheel 105a so that the left and right front wheels 101R and 101L are steered in conjunction with the rotation operation of the steering wheel 105a. The vehicle behavior control device 1 according to the present embodiment generates a roll moment in the right direction or the left direction based on the principle of the reaction wheel corresponding to the behavior of the vehicle 100. This detailed principle will be described later.

  The vehicle behavior control device 1 includes a double inversion gyro (hereinafter referred to as “gyro” as appropriate) 2, a vehicle speed sensor 4, a steering angle sensor 5 a, a pressure sensor 5 b, rotating body sensors 6 R and 6 L, electric Generator sensors 7R and 7L, a control device 8, motor generator drivers (hereinafter referred to as “drivers” as appropriate) 9R and 9L, motor generators 10R and 10L for rotating the rotating shafts 13R and 13L, respectively, and a battery 11 and lateral acceleration sensors SF and SR.

  The gyro 2 includes rotating bodies 21R and 21L to which the rotational force from the rotating shafts 13R and 13L is transmitted, and a rotating shaft (not shown) in the rotating bodies 21R and 21L that is rotatably supported by the vehicle 100. Configured. The rotating bodies 21R and 21L may be covered with a casing (not shown).

  The motor generators 10R and 10L rotate the rotating shafts 13R and 13L. The motor generators 10R and 10L are fixed to the vehicle 100, and rotate the rotating bodies 21R and 21L via the rotation shafts 13R and 13L, respectively. The rotating shafts 13R and 13L in the motor generators 10R and 10L and the rotating shafts in the rotating bodies 21R and 21L may be connected so as to be able to transmit rotational force at a predetermined gear ratio. Alternatively, the rotation shafts 13R and 13L in the motor generators 10R and 10L and the rotation shafts in the rotating bodies 21R and 21L may be fixed so as to be able to directly transmit the rotational force. In particular, the motor generator 10R rotates the rotating body 21R to the right (in other words, rotates in the right roll direction) by rotating the rotating shaft 13R to the right (in other words, rotates in the right roll direction). On the other hand, the motor generator 10L rotates the rotating shaft 21L counterclockwise (in other words, rotates it in the left roll direction), thereby rotating the rotating body 21L counterclockwise (in other words, rotates it in the left roll direction).

  The motor generators 10R and 10L are connected to the control device 8 via the drivers 9R and 9L, respectively, and drive control is performed by the control device 8. In particular, the drive control of the motor generators 10R and 10L by the control device 8 includes (i) a motor that rotates the rotating bodies 21R and 21L when electric power is supplied from the battery 11 by the drivers 9R and 9L (that is, an electric motor). And (ii) applying a braking force in the direction opposite to the rotational direction to the rotating bodies 21R and 21L by the drivers 9R and 9L, in other words, applying an electromagnetic brake (so-called regenerative brake). There is a power generation drive control that operates as a generator (ie, a generator). That is, the motor generators 10R and 10L are motor generators, and are a specific example of the rotating means according to the present invention. In particular, the motor generators 10 </ b> R and 10 </ b> L are preferable in terms of realizing more appropriate behavior control in the vehicle 100 so that speed increase and braking using an electromagnetic brake, which will be described later, can be performed quickly.

  The rotating body 21R is supported so as to be rotatable in the right roll direction by a rotating shaft 13R extending along the above-described vehicle length direction (or in addition, extending so as to face the ground on which the vehicle 100 travels). Has been. The rotating body 21L can be rotated in the left roll direction by a rotating shaft 13L that extends along the vehicle length direction described above (or in addition to this, extends so as to face the ground on which the vehicle 100 travels). It is supported by. The radii and masses of the rotating bodies 21R and 21L may be set in advance according to the magnitude of the roll moment required for the vehicle 100. Further, as described above, the rotary shafts 13R and 13L are basically arranged in parallel to the vehicle length direction, so that the rotating bodies 21R and 21L can basically rotate in the roll direction.

  In particular, these rotating bodies 21 </ b> R and 21 </ b> L are provided in the rear portion with reference to the traveling direction of the vehicle 100. Accordingly, it is possible to effectively generate a roll moment, which will be described later, for reducing the lateral roll generated in the rear portion of the vehicle 100 by being dragged to the front portion of the vehicle 100.

  The vehicle speed sensor 4 detects the vehicle speed of the vehicle 100. The vehicle speed sensor 4 is connected to the control device 8, and the detected vehicle speed V of the vehicle 100 is output to the control device 8. Here, the vehicle speed sensor 4 is disposed, for example, facing the drive shaft 103 and optically or mechanically detects a displacement amount around the drive shaft 103. The vehicle speed sensor 4 may be a wheel speed sensor provided on each wheel. In this case, the control device 8 calculates the vehicle speed V of the vehicle 100 based on a signal related to the speed of each wheel from the wheel speed sensor that is the vehicle speed sensor 4 provided on each wheel.

  The steering angle sensor 5a detects a steering amount in the vehicle 100. In this embodiment, the steering angle sensor 5a detects at least one value among the steering angle, the steering angular velocity, and the steering angular acceleration as the steering amount of the vehicle 100. The steering angle sensor 5 a is connected to the control device 8, and the detected steering angle θ of the vehicle 100 that is the detected steering amount of the vehicle 100 is output to the control device 8. Here, the steering angle sensor 5a may be disposed, for example, facing the steering arm 105a of the steering device 105, and may detect the amount of displacement around the axis of the steering arm (that is, the rotational direction) optically or mechanically.

  The pressure sensor 5b is a pressure that the vehicle driver pushes downward in the height direction of the vehicle along the direction in which the axis of the steering arm of the steering wheel (that is, the rotation shaft) that the vehicle driver steers is extended. And the speed of the vehicle is estimated according to the measured pressure. The press sensor 5b constitutes an example of speed estimation means according to the present invention.

  The lateral acceleration sensor SF is provided in a front portion located in front of the vehicle 100 with respect to the traveling direction of the vehicle 100, and the first lateral acceleration of the front portion generated in the lateral direction with respect to the traveling direction of the vehicle 100 is determined. taking measurement. In the present embodiment, the direction of the lateral acceleration that acts on the vehicle 100 in the left direction with respect to the traveling direction of the vehicle 100 is defined as the positive direction in the first lateral acceleration. In addition, an example of the 1st detection means which concerns on this invention may be comprised by lateral acceleration sensor SF.

  The lateral acceleration sensor SR is located at the rear of the vehicle 100 with respect to the traveling direction of the vehicle 100, and is provided at a rear portion that rolls in the lateral direction along the front portion of the vehicle 100, and a rear portion that is generated in the lateral direction. The second lateral acceleration of is measured. In the present embodiment, the direction of the lateral acceleration that acts on the vehicle 100 in the left direction with respect to the traveling direction of the vehicle 100 is defined as the positive direction in the second lateral acceleration. In addition, an example of the 2nd detection means which concerns on this invention may be comprised by the lateral acceleration sensor SR.

  In particular, as shown in FIG. 1, (i) a straight line connecting the position of the center of gravity PG of the vehicle 100 and the position of the lateral acceleration sensor SF, (ii) the position of the center of gravity PG, and the position of the lateral acceleration sensor SR The position of the lateral acceleration sensor SF and the position of the lateral acceleration sensor SR are set so that the angle formed by the straight line connecting the two becomes 90 degrees or more. As a result, a larger roll can be detected at the front portion of the vehicle 100, and a larger roll can be detected at the rear portion of the vehicle 100. As a result, a greater difference in roll between the front portion and the rear portion can be detected. Can be detected. This is because the front part and the rear part of the vehicle 100 perform vibration by rotational movement or torsion about the position of the center of gravity PG of the vehicle 100.

  As a result, according to the measured first lateral acceleration and second lateral acceleration, a roll moment that reduces incidental vibrations in the front and rear portions can be appropriately and effectively applied to the rear portion of the vehicle. .

  An example of a “front portion” according to the present invention is configured by a vehicle portion in front of the position of the center of gravity PG of the vehicle with respect to the traveling direction of the vehicle, and the center of gravity of the vehicle with respect to the traveling direction of the vehicle. An example of the “rear part” according to the present invention is configured by the vehicle portion behind the position of PG.

  The rotating body sensors 6R and 6L detect the rotational speeds of the rotating bodies 21R and 21L. The rotating body sensors 6R and 6L are connected to the control device 8, and the detected rotation speeds of the rotating bodies 21R and 21L are output to the control device 8. Here, the rotating body sensors 6R and 6L are disposed, for example, opposite to the rotating shafts of the rotating bodies 21R and 21L, and optically or mechanically detect the amount of displacement around the rotating shafts.

  The motor generator sensors 7R and 7L detect the rotational speeds of the motor generators 10R and 10L (in other words, the number of rotations per unit time of the rotating shafts 13R and 13L of the motor generators 10R and 10L). The motor generator sensors 7R and 7L are connected to the control device 8, and the detected rotational speeds of the motor generators 10R and 10L are output to the control device 8, respectively. Here, the motor generator sensors 7R and 7L are disposed, for example, facing the rotation shafts 13R and 13L, and optically or mechanically detect displacement amounts around the rotation shafts 13R and 13L.

(Detailed configuration)
Next, a detailed configuration of the vehicle behavior control apparatus according to the present embodiment will be described with reference to FIG. FIG. 2 is a block diagram schematically showing a part of the detailed configuration of the vehicle behavior control device focusing on the flow of various control signals inputted to and outputted from the control device of the vehicle behavior control device according to the present embodiment. FIG.

  The control device 8 controls the vehicle behavior control device 1, and in particular controls the rotational speeds of the motor generators 10R and 10L, and the rotational speeds of the rotating bodies 21R and 21L via the rotating shafts 13R and 13L. To control. Specifically, as shown in FIG. 2, the control device 8 receives various input signals from sensors attached to various places of the vehicle 100 on which the vehicle behavior control device 1 is mounted. As the input signal, for example, the vehicle speed of the vehicle 100 detected by the vehicle speed sensor 4, the vehicle speed of the vehicle 100 estimated by the pressing sensor 5b, the steering angle as the steering amount of the vehicle 100 detected by the steering angle sensor 5a, Steering angular velocity and steering angular acceleration, rotational speed of the rotating bodies 21R and 21L detected by the rotating body sensors 6R and 6L, rotational speed of the motor generators 10R and 10L detected by the motor generator sensors 7R and 7L, lateral acceleration sensor There are signals related to the first lateral acceleration, the second lateral acceleration, etc., measured by SF and SR.

  The control device 8 is a control map showing the correlation between these input signals, the electromagnetic braking time stored in the storage unit 85 (so-called braking time), the vehicle speed, and the steering amount, or the motor generator Various output signals are output based on a control map showing a correlation between the rotational speed, the vehicle speed, and the steering amount (or the steering angle amount). Details of these control maps will be described later. Examples of the output signal include a drive control signal for performing drive control of the motor generators 10R and 10L via the drivers 9R and 9L. The control device 8 constitutes an example of a control unit according to the present invention.

  The control device 8 includes an input / output unit (that is, an I / O unit: Input Output unit) 81 that inputs and outputs the input signal and output signal, a processing unit 82, and various maps such as the control map described above. And the like. The processing unit 82 includes a memory and a CPU (Central Processing Unit). The processing unit 82 includes at least motor generator rotation control units 83R and 83L and motor generator rotation speed calculation units 84R and 84L. The processing unit 82 may realize a vehicle behavior control method or the like by the vehicle behavior control device 1 by loading a program based on the vehicle behavior control method or the like by the vehicle behavior control device 1 into a memory and executing the program. . The storage unit 85 can be written in addition to a non-volatile memory such as a flash memory, a memory such as a ROM (Read Only Memory) that can only be read, or a RAM (Random Access Memory). A memory or a combination thereof can be used.

  The motor generator rotational speed calculation units 84R and 84L calculate the rotational speeds of the motor generators 10R and 10L, respectively. The motor generator rotational speed calculation units 84R and 84L are configured to apply a brake time for applying an electromagnetic brake when the vehicle 100 is right-steered or left-steered based on the detected vehicle speed, steering amount, and control map of the vehicle 100. A target value for the rotational speed of the generator or a target value for the rotational speed of the motor generator due to the increased speed is calculated for each of the motor generators 10R and 10L. In particular, these values are individually and concretely based on experimental, theoretical, empirical, simulation, etc., further considering the magnitude of the roll moment generated in the vehicle 100 in addition to the vehicle speed and the steering amount. You may decide.

  The motor generator rotation control units 83R and 83L drive and control the motor generators 10R and 10L based on the rotation speeds calculated by the motor generator rotation speed calculation units 84R and 84L. Specifically, the motor generator rotation control unit 83R rotates the motor generator 10R based on the calculated rotation speed and the current rotation speed detected by the motor generator sensor 7R via the driver 9R. Either drive control or power generation drive control is performed. In substantially the same manner, the motor generator rotation control unit 83L rotates the motor generator 10L through the driver 9L based on the calculated rotation speed and the current rotation speed detected by the motor generator sensor 7L. Either drive control or power generation drive control is performed.

  The drivers 9R and 9L drive the motor generators 10R and 10L. The drivers 9R and 9L are connected to the motor generators 10R and 10L, the control device 8, and the battery 11. The drivers 9R and 9L control the connection state between the motor generators 10R and 10L and the battery 11. 8 is switched by drive control. The drivers 9R and 9L are supplied to the motor generators 10R and 10L by supplying electric power from the battery 11 to the motor generators 10R and 10L when the control device 8 performs rotation drive control of the motor generators 10R and 10L. The rotary shafts 13R and 13L are rotated to operate as a motor. On the other hand, the drivers 9R and 9L, when the control drive 8 performs power generation drive control of the motor generators 10R and 10L, apply a braking force in the direction opposite to the rotation direction to the rotation shafts 13R and 13L of the motor generators 10R and 10L. (In other words, applying an electromagnetic brake (so-called regenerative brake)), the generated power is stored in the battery 11 and operates as a generator. In the vehicle behavior control apparatus 1 according to the present embodiment, the motor generators 10R and 10L are used as means for applying a braking force to the rotating bodies 21R and 21L, but the invention is not limited to this, and a hydraulic brake or the like is not limited thereto. A brake device may be used.

  The battery 11 is mounted on the vehicle 100. The battery 11 may be a battery that supplies electric power to the electric motor when the electric motor is mounted on the vehicle 100 as a drive source.

(Operating principle)
Next, the operation principle of the vehicle behavior control apparatus according to the present embodiment will be described with reference to FIGS. FIG. 3 is a flowchart showing the flow of behavior control processing by the control device that performs overall control of the vehicle behavior control device according to the present embodiment. This behavior control process is repeatedly performed at a predetermined cycle such as several μ seconds to several tens of μ seconds. FIG. 4 is a schematic diagram schematically showing the principle that the right and left roll moments are generated based on the principle of the reaction wheel in the motor generator fixed to the vehicle according to the present embodiment (FIG. 4A). And FIG. 4B). FIG. 5 is a graph quantitatively and qualitatively showing the correlation between the predetermined value regarding the average value of the rotational speeds of the two rotating bodies according to the present embodiment and the vehicle speed.

  As shown in FIG. 1, the behavior control processing according to the present embodiment is generated by the vehicle 100 according to an external environment such as wind pressure and road surface shape as an example of behavior control by the vehicle behavior control device 1. In order to cancel the left lateral acceleration and the left roll moment, the left lateral acceleration and the right roll based on the reaction wheel in the opposite direction (ie clockwise) to the left roll moment. A behavior control process for generating a moment will be described. In substantially the same manner, as an example of behavior control by the vehicle behavior control device 1, the vehicle 100 cancels the lateral acceleration in the right direction and the roll moment in the right direction that are generated according to the external environment such as wind pressure and road surface shape. Therefore, behavior control processing for generating a leftward roll moment based on the reaction wheel in a direction opposite to the rightward lateral acceleration and the rightward roll moment (that is, clockwise) will be described. Here, the “roll moment based on the reaction wheel” according to the present embodiment is a direction in which the rotation shafts of the rotating bodies 21R and 21L extend due to the rotating bodies 21R and 21L trying to maintain the rotation state. May mean the inertial force about the axis. A specific example of the “predetermined force” according to the present invention is configured by the “roll moment based on the reaction wheel” according to the present embodiment.

  First, as shown in FIG. 3, the control device 8 determines whether or not the ignition switch (IG) of the vehicle 100 is “On” by the driver (step S <b> 101). Here, when it is determined that the ignition switch of the vehicle 100 is “On” by the driver (step S101: Yes), the control device 8 acquires the vehicle speed V and the steering angle θ and stores them in the storage unit 85 ( Step S102). Here, the control device 8 acquires the vehicle speed V detected by the vehicle speed sensor 4 and the steering angle θ detected by the steering angle sensor 5.

  Next, the control device 8 rotationally drives the gyro 2 constituted by the rotating bodies 21R and 21L (step S103). That is, under the control of the motor generator rotation control units 83R and 83L included in the processing unit 82 of the control device 8, the electric power of the battery 11 is supplied to the motor generator drivers 9R and 9L, and the motor generators 10R and 10L rotate. While being driven, the rotational forces of the motor generators 10R and 10L are transmitted to the rotating bodies 21R and 21L constituting the gyro 2 via the rotating shafts 13R and 13L, and the rotating bodies 21R and 21L are rotationally driven.

  Next, based on the rotation speed detected by the rotation body sensors 6R and 6L by the control device 8, whether the average value of the rotation speeds of all the rotation bodies, that is, the rotation bodies 21R and 21L is equal to or greater than a predetermined value. Is determined (step S104). Here, the predetermined value according to the present embodiment may mean the rotational speeds of the rotating bodies 21R and 21L that have little or no influence on the traveling of the vehicle 100. Typically, the predetermined value may be a variable value depending on the traveling state such as the speed of the vehicle 100.

  As a result of the determination in step S104, when it is determined by the control device 8 that the rotation speeds of all the rotating bodies, that is, the rotating bodies 21R and 21L are equal to or higher than a predetermined value (step S104: Yes), the control device 8, whether or not the control history flag is “Off”, in other words, the behavior control process for generating the roll moment based on the reaction wheel according to the present embodiment has not started, that is, has stopped. It is determined whether it is in the middle (step S105). Here, when it is determined that the control history flag is “Off”, in other words, the behavior control process for generating the roll moment based on the reaction wheel according to the present embodiment has not started, that is, stopped. When it is determined that it is in the middle (step S105: Yes), the control device 8 further determines whether or not the measured absolute value of the first lateral acceleration is equal to or greater than the threshold value A1 (step S105). S106). Here, the first lateral acceleration according to the present embodiment directly means the lateral acceleration in the front portion of the vehicle 100, but indirectly, when the front portion and the rear portion of the vehicle 100 are incidentally vibrated. It means the magnitude of power. This is because the rear portion of the vehicle 100 is swayed in the lateral direction after a minute time of about several microseconds or several tens of microseconds, for example, after being attached to the front portion of the vehicle 100. Further, the threshold A1 according to the present embodiment typically represents an acceleration that may affect the behavior of the vehicle 100 among accelerations applied to the vehicle from an external environment of the vehicle such as wind pressure. Individual, specific settings may be set by objective, empirical, experimental, simulation, or the like. More specifically, high frequency noise is removed by LPF (Low Pass Filter) when measuring the first lateral acceleration.

  Here, when the control device 8 determines that the absolute value of the first lateral acceleration is equal to or greater than the threshold value A1 (step S106: Yes), the control device 8 starts measuring the time interval T1 (step S106). S107). Typically, the time interval T1 is measured by measuring the number of detections of the clock signal using a counter variable.

  Next, the control device 8 determines whether or not the absolute value of the second lateral acceleration is less than the threshold value A2 and the time interval T1 is less than the threshold value A3 (step S108). Here, the second lateral acceleration according to the present embodiment directly means a lateral acceleration in the rear part of the vehicle 100, but indirectly, a lateral acceleration transmitted from the front part of the vehicle 100 to the rear part. It means a force obtained by synthesizing a direction force and a reaction force received by the vehicle 100 from the ground on which the vehicle 100 is grounded. Further, the threshold A2 according to the present embodiment may typically mean an acceleration at the rear portion of the vehicle 100 that occurs when the vehicle 100 is turning right or left. Further, the threshold value A3 according to the present embodiment may typically mean a time interval until the rear part of the vehicle 100 rolls in the lateral direction along the front part of the vehicle 100.

  Here, when it is determined by the control device 8 that the absolute value of the second lateral acceleration is less than the threshold value A2 and the time interval T1 is less than the threshold value A3 (step S108: Yes), further control is performed. The device 8 determines whether or not the first lateral acceleration is a positive value (step S109).

(When generating the right roll moment)
Here, when the control device 8 determines that the first lateral acceleration is a positive value, in other words, the lateral acceleration acts on the vehicle 100 in the left direction with reference to the traveling direction of the vehicle 100. In other words, for example, in FIG. 1 described above, when it is determined that the vehicle 100 is receiving a force in a direction in which the vehicle 100 makes a left turn from the ground road surface (step S109: Yes). The control device 8 sets, for example, a brake time for applying the electromagnetic brake in the motor generator 10R (in other words, the right motor) so as to decelerate at the target deceleration rate, and the motor generator 10L (in other words, the left motor). In the motor), the driving condition of the driver 9L is set so as to increase at the target acceleration rate (step S110). Thus, when the motor generators 10R and 10L are braked by rotational drive or electromagnetic brake, a roll moment in the right direction is generated in the rear portion of the vehicle 100 due to the principle of the reaction wheel. The target deceleration rate means the target value of the reduction amount of the rotational speed of the motor generator per unit time, and the target acceleration rate is the target value of the acceleration amount of the rotational speed of the motor generator per unit time. means.

  Specifically, in the principle of this reaction wheel, as shown in FIG. 4A, when the motor generator 10R decelerates by applying an electromagnetic brake to the rotating shaft 13R that rotates clockwise, the motor generator The vehicle 100 to which 10R is fixed tries to rotate in the right roll direction by the inertial force that the rotating body 21R and the rotating shaft 13R rotate right according to the inertia. As a result, the electromagnetic brake is applied to the motor generator 10R, and the motor generator 10R is decelerated, whereby a right roll moment can be generated in the rear portion of the vehicle 100.

  On the other hand, in the principle of this reaction wheel, in a similar manner, as shown in FIG. 4B, when the motor generator 10L speeds up the rotating shaft 13L that is rotating counterclockwise, the motor generator 10L The vehicle 100 to which is fixed receives reaction force from the left rotational force accelerated at the rotating body 21L and the rotating shaft 13L. In other words, the vehicle 100 is kicked by the rotating body 21L and the rotating shaft 13L whose left rotation is accelerated. Try to rotate in the right roll direction. Accordingly, the right roll moment can be generated in the rear portion of the vehicle 100 by increasing the speed of the motor generator 10L.

(When generating the left roll moment)
On the other hand, if it is determined that the first lateral acceleration is not a positive value but a negative value as a result of the determination in step S109 described above, in other words, in FIG. Thus, when it is determined that the lateral acceleration is acting in the right direction with reference to the traveling direction of the vehicle 100 (step S109: No), the controller 8 in the motor generator 10R (in other words, the right motor). The driving condition of the driver 9R is set so as to increase the speed at the target acceleration rate, and the brake time for applying an electromagnetic brake, for example, so as to decelerate at the target deceleration rate in the motor generator 10L (in other words, the left motor). Is set (step S111). Thus, when the motor generators 10R and 10L are braked by rotational driving or electromagnetic brake, a roll moment in the left direction is generated in the rear portion of the vehicle 100 due to the principle of the reaction wheel described above.

  Next, the control history flag indicating whether or not the behavior control process for generating the roll moment based on the reaction wheel according to the present embodiment has been started is set to “On” by the control device 8 (step S112).

  Next, in the motor generators 10R and 10L, the motor generators 10R and 10L are rotated or electromagnetically driven by the control device 8 so that the average value of the rotation speed of the rotation body 21R and the rotation speed of the rotation body 21L is equal to or higher than the predetermined value described above. Braking is performed (step S113).

  Next, the control device 8 determines whether or not the absolute value of the second lateral acceleration is less than the threshold value A4 (step S114). Here, the threshold value A4 according to the present embodiment is typically the case where little or no force is applied to the vehicle from the outside environment of the vehicle, such as wind pressure, and the vehicle is traveling straight ahead. In addition, it may mean the maximum value of acceleration generated in the rear part of the vehicle 100. The threshold A4 may be set individually and concretely by theoretical, empirical, experimental, simulation, or the like.

  Next, the control device 8 sets the control history flag indicating whether or not the behavior control process according to the present embodiment has been started to “Off”, and grasps that the behavior control process according to the present embodiment has been stopped. Then, the measurement of the time interval T1 is stopped by the control device 8 (step S115). Typically, the measurement of the time interval T1 is stopped by resetting the number of detections of the clock signal stored in the counter variable.

  On the other hand, if it is not determined that the control history flag is “Off” as a result of the determination in Step S105 described above, in other words, if it is determined that the control history flag is “On” (Step S105: No), or As a result of the determination in step S106 described above, when the control device 8 does not determine that the absolute value of the first lateral acceleration is greater than or equal to the threshold value A1, in other words, the absolute value of the first lateral acceleration is less than the threshold value A1. Is determined (step S106: No), the controller 8 controls the motor 21 so that the average value of the rotation speed of the rotating body 21R and the rotation speed of the rotating body 21L is equal to or higher than the predetermined value. In the generators 10R and 10L, braking by rotational drive or electromagnetic brake is performed (step S113).

(Behavior control according to incidental vibration)
On the other hand, as a result of the determination in step S108 described above, the control device 8 determines that the absolute value of the second lateral acceleration is equal to or greater than the threshold A2 or the time interval T1 is equal to or greater than the threshold A3 (step S108: No) Further, the control device 8 determines whether or not the absolute value of the second lateral acceleration is equal to or greater than the threshold value A2 and the time interval T1 is equal to or greater than the threshold value A3 (step S117). . Here, when it is determined by the control device 8 that the absolute value of the second lateral acceleration is equal to or greater than the threshold A2 and the time interval T1 is equal to or greater than the threshold A3 (step S117: Yes), the control device 8 Thus, the predetermined value regarding the average value of the rotation speed of the rotating body 21R and the rotation speed of the rotating body 21L is fixed to the initial specified value (step S118). Here, as shown in FIG. 5, the initial specified value according to the present embodiment is the most effective reduction of incidental vibrations when the vehicle traveling speed is a speed V <b> 1 such as several tens of kilometers per hour. This means the rotational speed of the rotating bodies 21R and 21L that can be used.

  Typically, in this case, the vehicle is likely to be turning right or left, or it is likely that both the front and rear wheels are slipping. Corresponding straight direction behavior control is performed little or completely, or passively or restrained. Typically, when the vehicle is turning right or left, for example, the behavior control according to the incidental vibration according to the present embodiment is performed by fixing the rotation speed of the rotating body of the reaction wheel to a predetermined value. You may reduce the degree to implement.

  On the other hand, as a result of the determination in step S117 described above, if the control device 8 does not determine that the absolute value of the second lateral acceleration is equal to or greater than the threshold value A2 and the time interval T1 is equal to or greater than the threshold value A3, in other words. When the absolute value of the second lateral acceleration is not greater than or equal to the threshold value A2, or when the time interval T1 is not greater than or equal to the threshold value A3 (step S117: No), the controller 8 rotates the rotating body 21R described above. A predetermined value related to the average value of the speed and the rotational speed of the rotating body 21L is set according to the traveling speed of the vehicle (step S119). In this case, since there is a high possibility that the vehicle is traveling substantially in the straight direction, behavior control in the straight direction according to the accompanying vibration is actively performed. Typically, when the vehicle is not turning, for example, the behavior control according to the incidental vibration according to the present embodiment is performed by changing the rotation speed of the rotating body of the reaction wheel according to the speed of the vehicle. You may raise the degree to do.

  More typically, the predetermined value regarding the average value of the rotation speed of the rotating body 21R and the rotation speed of the rotating body 21L is substantially equivalent to the case where the vehicle is traveling substantially in the straight direction and the steering angle is small. Therefore, it may be determined in accordance with the case where the steering angle is small. The maximum value of the predetermined value may be determined according to the vehicle speed. On the other hand, the minimum value of the predetermined value may be determined according to the vehicle speed, but if it is too small according to the vehicle speed, it takes time for the pair of rotating bodies to have the same rotational speed. For this reason, it is preferable to define the minimum value according to the response of the behavior control according to the present embodiment.

  Next, following step S118 and step S119 described above, as described above, all the rotating bodies, that is, the rotations are again performed based on the rotational speeds detected by the rotating body sensors 6R and 6L by the control device 8 again. It is determined whether or not the average rotational speed of the bodies 21R and 21L is equal to or greater than a predetermined value (step S104).

(End judgment)
Next, the control device 8 determines whether or not the ignition switch of the vehicle 100 is “Off” by the driver (step S116). Here, when it is determined that the ignition switch of the vehicle 100 is “Off” by the driver (step S116: Yes), the above-described series of behavior control processing ends.

  On the other hand, as a result of the determination in step S116, when it is not determined that the ignition switch of the vehicle 100 has been “Off” by the driver (step S116: No), as described above, the control device 8 again causes the rotating body sensor 6R and Based on the rotation speed detected by 6L, it is determined whether or not the rotation speeds of all the rotary bodies, that is, the rotary bodies 21R and 21L are equal to or higher than a predetermined value (step S104).

  As a result, the vibration of the vehicle 100 that is unpleasant for the driver due to the incidental vibrations at the front and rear portions of the vehicle 100 is effective according to the measured first lateral acceleration and second lateral acceleration. Can be reduced. Typically, for example, torsion of a vehicle body including a bush, that is, so-called incidental vibration can be effectively reduced.

  In particular, as described above, in the present embodiment, whether or not the behavior control according to the incidental vibration according to the present embodiment is performed is clearly determined according to the measured first lateral acceleration and second lateral acceleration. Later, behavior control can be implemented appropriately. Thereby, the behavior control according to the incidental vibration according to the present embodiment causes almost or completely no control contradiction with other types of steering control different from the behavior control according to the present embodiment, while other types of behavior control are performed. Since it can be carried out easily and appropriately while improving compatibility with steering control, it is very useful in practice.

  In addition, in this embodiment, in particular, in the above-described step S106 and step S108, the measured first lateral acceleration and second lateral acceleration are respectively compared with threshold values. However, in the present embodiment, the difference between the measured absolute value of the first lateral acceleration and the measured absolute value of the second lateral acceleration is compared with a threshold value, so that the vibration corresponding to the incidental vibration according to the present embodiment is satisfied. It may be determined whether or not behavior control is performed.

(Examination of action and effect of this embodiment)
Next, with reference to FIG.6 and FIG.7, the effect | action and effect of the vehicle behavior control apparatus which concern on this embodiment are examined. FIG. 6 is an external perspective view schematically showing the roll moment and the accompanying vibration force generated at the front part and the rear part when the vehicle according to the present embodiment turns right (FIG. 6A). )) And a graph showing the phase difference between the force of incidental vibration at the front part and the force of incidental vibration at the rear part (FIG. 6B). FIG. 7 is an external perspective view (FIG. 7A) schematically showing the roll moment and the accompanying vibration force generated at the front part and the rear part when the vehicle according to the comparative example makes a right turn and the front. FIG. 7B is a graph (FIG. 7B) showing a phase difference between the force of incidental vibration at the portion and the force of incidental vibration at the rear portion.

  In general, as shown in the comparative example of FIG. 7A, when the vehicle 100 turns to the right with respect to the traveling direction, it is delayed by a minute time from the force Fr of incidental vibration generated in the front portion of the vehicle. In the rear portion, the incident vibration force Rr is generated in substantially the same manner as the front portion, or as shown in the graph of the comparative example in FIG. 7B, the incident vibration force generated in the front portion. The phase difference between Fr and the force Rr of incidental vibration generated at the rear portion becomes large. For this reason, in the front part and the rear part, there is a high possibility that the vibration of the vehicle unpleasant for the driver occurs.

  On the other hand, according to the present embodiment, as shown in FIG. 6 (a), after the incident vibration force Fr is generated in the front portion, before the incident vibration force Rr is generated in the rear portion, For example, a predetermined force such as a rightward roll moment is generated. As a result, as shown in the graph of FIG. 6B, it is possible to effectively reduce the accompanying vibration force Rr generated in the rear part, and the accompanying vibration force Fr generated in the front part. It is possible to effectively reduce the phase difference from the incident vibration force Rr generated in the rear part.

  As a result, it is possible to effectively reduce incidental vibrations of the vehicle 100 that are uncomfortable for the driver and that occur in the front part and the rear part of the vehicle 100.

(Second and third embodiments)
Next, a basic configuration of the vehicle behavior control apparatus according to the second and third embodiments will be described with reference to FIG. FIG. 8 is an external perspective view (FIGS. 8A and 8B) conceptually showing a part of the configuration of the vehicle behavior control apparatus according to the second and third embodiments. is there. Note that in the second and third embodiments, the same reference numerals are given to substantially the same configurations as those in the above-described embodiments, and description thereof will be omitted as appropriate.

  As shown in FIG. 8 (a), in the vehicle behavior control apparatus according to the second embodiment, the rotating body 21R according to the above-described embodiment extends along the vehicle width direction of the vehicle 100 (or this In addition, the vehicle 100 is supported so as to be rotatable in one pitch direction by a rotating shaft 13R (which extends so as to face the ground on which the vehicle 100 travels).

  In substantially the same manner, the rotator 21L extends along the vehicle width direction of the vehicle 100 (or in addition to this, the rotation body 13L extends in the other pitch direction by the rotation shaft 13L extending so as to face the ground on which the vehicle 100 travels). It is supported so that it can rotate.

  As shown in FIG. 8B, in the vehicle behavior control apparatus according to the third embodiment, the rotating body 21 </ b> R according to the above-described embodiment is provided by a rotating shaft 13 </ b> R extending along the vehicle height direction of the vehicle 100. It is supported so as to be rotatable in one yaw direction.

  In substantially the same manner, the rotating body 21L is supported by a rotating shaft 13L extending along the vehicle height direction of the vehicle 100 so as to be rotatable in other yaw directions.

  As a result, according to the second and third embodiments, the degree of freedom of arrangement of the rotating bodies 21R and 21L can be further increased. As a result, the rotating bodies 21R and 21L can be arranged at positions where behavior control can be more effectively realized.

  In addition, the behavior control method by the vehicle behavior control apparatus 1 which concerns on this embodiment mentioned above is not limited to embodiment mentioned above. As described above, the behavior control processing according to the present embodiment is performed in the direction in which the vehicle 100 turns left according to the incidental vibration as an example of behavior control by the vehicle behavior control device 1 as shown in FIG. The behavior control process for generating the right roll moment in order to cancel the left roll moment when receiving the left roll moment has been described. However, as a behavior control process in this case, the vehicle 100 receives a left-handed direction based on the reaction wheel in the same direction as the left-side roll moment (that is, counterclockwise) in response to incidental vibration. The roll moment may be generated. In this case, since the roll moment is positively generated in the left direction in the direction in which the vehicle 100 turns left, the contact pressure of the left front wheel 101L and the left rear wheel 102L can be increased, and the turning performance can be improved. .

  The present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and the inertia of the moving body accompanying such a change. Control devices and methods are also within the scope of the present invention.

  The present invention is applicable to an inertial control device for a moving body such as a vehicle behavior control device that controls the behavior of the vehicle, and an inertia control method in the inertial control device.

1 Vehicle Behavior Control Device 2 Double Inversion Gyro (Gyro)
4 Vehicle speed sensor 5a Steering angle sensor 5b Press sensor 6R and 6L Rotating body sensor 7R and 7L Motor generator sensor 8 Controller 9R and 9L Motor generator driver (driver)
10R and 10L Motor generator 11 Battery 13R, 13L Rotating shaft 21R, 21L Rotating body 81 Input / output unit (ie, I / O unit: Input Output unit)
82 processing units 83R and 83L motor generator rotation control units 84R and 84L motor generator rotation speed calculation unit 85 storage unit 100 vehicle 101R, 101L front wheel 103 drive shaft (drive shaft)
102R, 102L Rear wheel 104 Drive shaft 105 Steering device 105a Steering wheel SF, SR Lateral acceleration sensor.

Claims (8)

A first detection means provided at a front portion positioned in front of the moving body with respect to the traveling direction, and detecting a first lateral acceleration of the front portion generated in a lateral direction with respect to the traveling direction;
A second lateral acceleration of the rear portion generated in the lateral direction is provided at a rear portion that is located behind the moving body with respect to the traveling direction and is provided at a rear portion that rolls in the lateral direction along the front portion. A second detection means for detecting;
Force applying means for applying force to the rear portion;
According to a difference between the detected first lateral acceleration and the detected second lateral acceleration, a predetermined force for reducing a phase difference between the front portion and the rear portion is applied to the rear portion. And a control means for controlling the force applying means.   2. The inertia of the moving body according to claim 1, wherein the control unit controls the force applying unit to apply the predetermined force within a predetermined time after the first lateral acceleration is detected. Control device. A first measuring means for measuring the lateral acceleration as the first detecting means;
A second measuring means for measuring the lateral acceleration as the second detecting means;
The inertial control device for a moving body according to claim 1, further comprising: a reaction wheel unit as the force applying unit. The reaction wheel means includes
In the moving body, a pair of rotating bodies that are rotatably supported and arranged so as to face each other along a direction in which the rotation axis extends, and different rotation directions,
Rotating means that is fixed to the moving body and changes the rotational state of the pair of rotating bodies, respectively.
The inertial control device for a moving body according to claim 3, further comprising a rotation control means for controlling the rotating means so as to change the rotation states of the pair of rotating bodies.   The control means reduces (i) the degree to which the predetermined force is applied when the moving body is turning, and (ii) the degree to which the predetermined force is applied when the moving body is not turning. The inertial control device for a moving body according to any one of claims 1 to 4, wherein the inertial control device is high. The vehicle further comprises speed estimating means for estimating the speed of the moving body in response to a pressing by the driver pushing the handle downward in the height direction of the moving body,
The control means controls the force applying means to increase the degree of applying the predetermined force as the estimated speed increases when the moving body is not turning. Item 6. The inertial control device for a moving body according to Item 5.   The angle formed by the straight line connecting the center of gravity of the moving body and the position of the first detection means and the straight line connecting the position of the center of gravity and the position of the second detection means is 90 degrees or more. The inertial control apparatus for a moving body according to any one of claims 1 to 6, wherein a position of one detection means and a position of the second detection means are set. A first detection step that is provided at a front portion positioned in front of the moving body with respect to the traveling direction and detects a first lateral acceleration of the front portion that occurs in the lateral direction with respect to the traveling direction;
A second lateral acceleration of the rear portion generated in the lateral direction is provided at a rear portion that is located behind the moving body with respect to the traveling direction and is provided at a rear portion that rolls in the lateral direction along the front portion. A second detection step to detect;
According to a difference between the detected first lateral acceleration and the detected second lateral acceleration, a predetermined force for reducing a phase difference between the front portion and the rear portion is applied to the rear portion. And a control step of controlling the force applying means.