Toyota Jidosha Kabushiki Kaisha

Kabushiki Kaisha Toyota Chuo Kenkyusho

Etsuo Katsuyama

Shota Tanzan

Takao Kobayashi

Yoji Kunihiro

Yukihide Kimura

Hideki Sugiura

Takahiro Kodaira

Hideki Sakai

Manabu Nagasaka

Motoshi Oki

Kentaro Horiuchi

A roll vibration damping control system includes an electronic control unit configured to: compute a sum of a product of a roll moment of inertia and a roll angular acceleration of a vehicle body, a product of a roll damping coefficient and a first-order integral of the roll angular acceleration, and a product of an equivalent roll stiffness of the vehicle and a second-order integral of the roll angular acceleration, as a controlled roll moment to be applied to the vehicle body; compute a roll moment around a center of gravity of a sprung mass as a correction roll moment, the roll moment being generated by lateral force on wheels due to roll motion; and compute a target roll moment based on a value obtained by correcting the controlled roll moment with the correction roll moment.

Roll vibration damping control system for vehicle and target roll moment computing method therefor

Roll vibration damping control system for vehicle, target roll moment computing method therefor, and non-transitory computer-readable storage medium

Roll vibration damping electronic control unit, target roll moment computing method, and non-transitory computer-readable storage medium therefor

A vehicle control apparatus configured to calculate a center of gravity six-component; calculate a tire three-component of each wheel for two or more wheels of a vehicle imposing a constraint on each wheel expressed as an inequality corresponding to upper and lower limits of the tire three-component; apply the constraint based on whether the constraint is valid or invalid for each of the wheels based on a predetermined optimum-condition for obtaining an optimum-solution under the constraint, and calculating an optimum-solution of the tire three-component of each wheel by performing a tentative-optimum-solution-calculation one or more times until the predetermined optimum-condition is satisfied; and store an application-state of the constraint when the optimum-solution satisfying the predetermined optimum-condition is obtained, and calculate the optimum-solution of the tire three-component of each wheel by using a stored value of the application-state of the constraint, in the next calculation of the optimum-solution.

Vehicle control apparatus

A vehicle control apparatus comprising, a center of gravity six-component calculation unit for calculating a center of gravity six-component as vehicle motion targets based on a driver input, a tire three-component calculation unit for calculating a tire three-component of four wheels of a vehicle based on the center of gravity six-component, a vehicle control unit for performing vehicle control by the vehicle control, actuator group based on the tire three-component of the four wheels, and wherein the tire three-component calculation unit calculates the tire three-component of the four wheels from the center of gravity six-component by a coordinate transformation without repetition, which is normalization with the driving stiffness of each wheel and the cornering stiffness of each wheel, when the number of control requests in the vehicle control is less than degrees of freedom of the vehicle control actuator group.

A damping control apparatus includes a control device for controlling actuators that generate forces acting between a vehicle body and wheels. The control device stores a single wheel model of a vehicle including a skyhook device having a damper, a spring and an inerter. The control device calculates a product of an acceleration detected by an acceleration sensor and an equivalent mass of the inerter, a product of a once integrated value of the acceleration and a damping coefficient of the damper, a product of a twice integrated value of the acceleration and, a spring constant of the spring as target damping forces to be applied to a sprung mass, and controls the actuators based on target generative forces based on the target damping forces.

Damping control apparatus for vehicle

A vehicle stability control device includes a yaw moment generation device and a control device. A variation yaw moment generated by simultaneous turn and acceleration/deceleration is expressed as a function of a longitudinal acceleration and a lateral acceleration. A longitudinal force and a lateral force of a tire have non-linear load dependency. The variation yaw moment when assuming that the load dependency is linear is a first variation yaw moment. The variation yaw moment considering the non-linear load dependency is a second variation yaw moment that is expressed as a product of the first variation yaw moment and a correction gain. In vehicle stability control, the control device controls the yaw moment generation device to generate a counter yaw moment counteracting the second variation yaw moment, based on the longitudinal acceleration, the lateral acceleration, and the correction gain.

Vehicle stability control device

Provided is a driving force control apparatus () configured to control driving forces applied to four wheels by controlling a driving force application apparatus (in-wheel motors (FL toRR) and friction braking apparatus ()) configured to apply driving forces to front left and right wheels (FL andFR) and rear left and right wheels (RL andRR) independently. The driving force control apparatus () is configured to: calculate vehicle body speeds Vat positions of the four wheels, vertical loads Fzof the four wheels, and a driving force Fx required by a driver (Sto S); calculate, based on those values, target driving forces Ffor the four wheels to set tire sliding vectors of the four wheels to be the same (S); and control the driving force application apparatus such that the driving forces of the four wheels are equal to corresponding target driving forces, respectively (S).

Driving force control apparatus for a four-wheel drive vehicle

Provided is a vehicle braking/driving force control apparatus for securing travel stability of a vehicle by priority when a slip occurs on a wheel for generating a braking/driving force while a plurality of motions are controlled. An electronic control unit identifies a slipping wheel having the maximum slip ratio (S(i=fl, fr, rl, rr)) among wheels. The unit determines to increase or decrease a target roll moment (KM) and a target pitch moment (KM) for controlling a roll motion and a pitch motion, which are motions on the body in the vehicle vertical direction, so that the driving force on the slipping wheel has a direction to eliminate the slip state. The unit executes driving force distribution control so that a target longitudinal driving force (Fx) and a target yaw moment (M) for respectively controlling a longitudinal motion of a vehicle (Ve) and a yaw motion of a body (Bo), which are motions in vehicle longitudinal and lateral directions, and the increased/decreased moments (KM, KM) so as to simultaneous realize those factors.

Vehicle braking/driving force control apparatus

An electronic control unit determines driving force that is generated on wheels and has an identical absolute value and opposite directions to each other in order to suppress pitch behavior and/or heave behavior occurring on a vehicle body in association with travelling of a vehicle. Then, the unit controls the drive of in-wheel motors through an inverter based on the driving force. On the other hand, electronic control unit changes the damping forces of shock absorbers constituting suspension mechanisms in response to the pitch behavior and/or the heave behavior occurring on the vehicle body. In this way, by controlling one of the pitch behavior and the heave behavior that may occur in combination, enhancing of the occurrence of the other one that is not intended can be prevented effectively, and the occurrence of intended behavior on the vehicle body can be controlled independently.

Vehicle behavior control apparatus

Braking/driving force control that includes: detecting a driver's operating state for causing the vehicle to run; detecting a vehicle body motional state while the vehicle is running; computing a target longitudinal driving force for causing the vehicle to run and motional state amounts for controlling a vehicle body behavior on the basis of the detected operating state and motional state; and computing driving or braking forces allocated to the wheels so as to achieve the computed target longitudinal driving force and target motional state amounts and that the braking/driving force generating mechanism causes the wheels to generate independently.

Vehicle braking/driving force control system and vehicle braking/driving force control method

A vehicle Ve comprises six wheels of front left and right wheels FWFW, middle left and right wheels MW, MW, and rear left and right wheels RW, RW. Each of in-wheel motors-is provided/installed in each of the wheels. An electronic control unit 41 calculates a target heave force for controlling a heave behavior, and a target pitching moment My for controlling a pitching behavior, using a state of a movement of a vehicle body Bo obtained from a movement state detecting sensor. The unitcalculates a driving force and a braking force of the front wheels FW1 FWand the rear wheels RW, RW, in order to achieve the calculated target heave force and the target pitching moment, and calculates a driving force and a braking force of the middle wheels MW, MWfor suppressing a forward-and-backward movement of the vehicle, the movement caused by independently (simultaneously) controlling the behaviors coupling with each other.

A vehicle steering control apparatus () is provided with: a steering force applying device () for applying a steering force front wheels (); and a lateral force detecting device () for detecting a lateral force of each of the front wheels and rear wheels (), the steering force applying device applying, to the front wheels, a convergent steering force which steers the front wheels in a direction in which yaw oscillation converges, if a ratio of the lateral force (Fr) of the rear wheels to the lateral force (Ff) of the front wheels becomes a ratio of possibly causing the yaw oscillation in a vehicle ().

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Hiratsuka, Japan

Etsuo Katsuyama