Ground load estimation device, control device, and ground load estimation method

Abstract

The present invention achieves a technique that makes it possible to estimate a ground contact load of a vehicle with sufficiently high accuracy. A ground contact load estimation device (100) acquires a wheel angular speed, a steady load, and an inertia load of a vehicle, uses the steady load and the inertia load to cause a first gain calculation section (122) to calculate a first gain, multiplies a variation in wheel angular speed by a second gain so as to cause a tire effective radius variation calculation section (121) to calculate a tire effective radius variation, and multiplies the tire effective radius variation by the first gain so as to estimate a road surface load.

Description

TECHNICAL FIELD

The present invention relates to a ground contact load estimation device, a control device, and a ground contact load estimation method.

Background Art

Conventionally, a technique is known in which a ground contact load at a wheel of a vehicle is estimated and a result of the estimation is used to control a braking force and a driving force of the vehicle so as to enhance running stability of the vehicle. The ground contact load is required to be estimated with sufficiently high accuracy from the viewpoint of enhancing running stability of the vehicle. Examples of a known technique for estimating the ground contact load include a technique for estimating a ground contact load from a detected vehicle state quantity in accordance with a vehicle motion model obtained by modeling a behavior of a vehicle (see, for example, Patent Literature 1).

CITATION LIST

Patent Literature

• • [Patent Literature 1]
  • Japanese Patent Application Publication Tokukai No. 2006-131062

SUMMARY OF INVENTION

Technical Problem

Note, however, that an influence of unevenness of a road surface also causes a variation in ground contact load. Thus, since, according to such a conventional technique as described earlier, a model for estimating a ground contact load is a model that considers only a change in load accompanied with a change in posture of a vehicle body, an influence of a road surface on a vehicle may be insufficiently reflected in the conventional technique. The conventional technique therefore still has room for consideration from the viewpoint of achievement of a more accurate ground contact load of a vehicle.

An aspect of the present invention has an object to achieve a technique that allows a ground contact load of a vehicle to be estimated with sufficiently high accuracy.

Solution to Problem

In order to attain the object, a ground contact load estimation device in accordance with an aspect of the present invention is a ground contact load estimation device for estimating a ground contact load of a vehicle with reference to a road surface load of the vehicle, the ground contact load estimation device including: an acquisition section including a wheel speed sensor that acquires a wheel angular speed of the vehicle, and configured to acquire a physical quantity which is related to the vehicle and includes the wheel angular speed, a steady load of the vehicle, and an inertia load of the vehicle; and a road surface load estimation section including (i) a first gain calculation section configured to use at least the steady load and the inertia load, which are included in the physical quantity that has been acquired by the acquisition section, to calculate a first gain indicative of at least rigidity of a wheel of the vehicle and (ii) a tire effective radius variation calculation section configured to calculate a tire effective radius variation by multiplying a variation in wheel angular speed, which has been acquired by the acquisition section, by a second gain for reducing an influence of the variation in wheel angular speed on an estimation result, the road surface load estimation section being configured to estimate the road surface load of the vehicle by multiplying the tire effective radius variation by the first gain.

Furthermore, in order to attain the object, a control device in accordance with an aspect of the present invention is a control device for estimating a ground contact load acting on a vehicle, and directly or indirectly using the ground contact load to control one or more other devices of the vehicle, the control device including: an acquisition section including a wheel speed sensor that acquires a wheel angular speed of the vehicle, and configured to acquire a physical quantity which is related to the vehicle and includes the wheel angular speed, a steady load of the vehicle, and an inertia load of the vehicle; and a road surface load estimation section including (i) a first gain calculation section configured to use at least the steady load and the inertia load, which are included in the physical quantity that has been acquired by the acquisition section, to calculate a first gain indicative of at least rigidity of a wheel of the vehicle and (ii) a tire effective radius variation calculation section configured to calculate a tire effective radius variation by multiplying a variation in wheel angular speed, which has been acquired by the acquisition section, by a second gain for reducing an influence of the variation in wheel angular speed on an estimation result, the road surface load estimation section being configured to estimate the road surface load of the vehicle by multiplying the tire effective radius variation by the first gain.

Moreover, in order to attain the object, a ground contact load estimation method in accordance with an aspect of the present invention is a ground contact load estimation method for estimating a ground contact load of a vehicle with reference to a road surface load of the vehicle, the ground contact load estimation method including the steps of: acquiring a physical quantity which is related to the vehicle and includes a wheel angular speed of the vehicle, a steady load of the vehicle, and an inertia load of the vehicle; using at least the steady load and the inertia load to calculate a first gain indicative of at least rigidity of a wheel of the vehicle; calculating a tire effective radius variation by multiplying a variation in wheel angular speed by a second gain for reducing an influence of the variation in wheel angular speed on an estimation result; and estimating the road surface load by multiplying the tire effective radius variation by the first gain.

Advantageous Effects of Invention

An aspect of the present invention makes it possible to estimate a ground contact load of a vehicle with sufficiently high accuracy.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a block diagram illustrating an example of a functional configuration of a ground contact load estimation device in accordance with Embodiment 1 of the present invention.

FIG. 2 is a block diagram illustrating an example of a functional configuration of a road surface load estimation section of Embodiment 1 of the present invention.

FIG. 3 is a view for describing a physical quantity related to a wheel of a vehicle.

FIG. 4 is a block diagram illustrating an example of a functional configuration of an inertia load estimation section of Embodiment 2 of the present invention.

FIG. 5 is a block diagram illustrating an example of a functional configuration of a reference inertia load calculation section of Embodiment 2 of the present invention.

FIG. 6 is a view for describing a physical quantity related to a rolling behavior of a vehicle body.

FIG. 7 is a view for describing a physical quantity related to a pitching behavior of a vehicle body.

FIG. 8 is a view for describing rolling angular acceleration around the center of gravity of a vehicle body.

FIG. 9 is a view for describing a turning radius with respect to an actual steering angle of a vehicle.

FIG. 10 is a view schematically illustrating an example of a configuration of a vehicle to which a ground contact load estimation device in accordance with an embodiment of the present invention is applied.

DESCRIPTION OF EMBODIMENTS

According to an embodiment of the present invention, a ground contact load at a wheel of a vehicle is estimated with sufficiently high accuracy with reference to a physical quantity of the vehicle which physical quantity can be acquired with use of a sensor that is ordinarily used to carry out control for enhancing running stability of the vehicle. Note that the expression “with “reference” to a physical quantity” is herein a general term for direct or indirect use of the physical quantity and herein means direct and/or indirect use of the physical quantity.

[Ground Contact Load Estimation Device]

A ground contact load estimation device of an embodiment of the present invention estimates a ground contact load of a vehicle with reference to a road surface load of the vehicle. The ground contact load estimation device includes an acquisition section and a road surface load estimation section.

[Acquisition Section]

The acquisition section is a device for acquiring a physical quantity related to a vehicle. The acquisition section supplies the physical quantity to the road surface load estimation section (described later), and, as necessary, to an inertia load estimation section. Examples of the acquisition section include various sensors and a device for calculating and outputting the physical quantity.

According to the present embodiment, a sensor can be a sensor that is ordinarily used (hereinafter also referred to as a “universal sensor”) to carry out standard control in relation to running of a vehicle. The sensor does not need to include a rolling rate sensor and a pitching rate sensor. Examples of the sensor (universal sensor) serving as the acquisition section include a longitudinal acceleration sensor that acquires longitudinal acceleration of the vehicle, a lateral acceleration sensor that acquires lateral acceleration of the vehicle, a wheel speed sensor that acquires a wheel angular speed of the vehicle, and a turning information sensor that acquires turning information of the vehicle. Examples of the turning information sensor include a yaw rate sensor and a steering angle sensor.

Examples of the above physical quantity include a steady load of the vehicle, an inertia load of the vehicle, a value of the longitudinal acceleration sensor, a value of the lateral acceleration sensor, a value of the wheel speed sensor, a value of the turning information sensor, a mass of the vehicle, a gravitational center height of the vehicle, a rolling inertia moment, a pitching inertia moment, a front axle intercentroid distance of the vehicle, a rear axle intercentroid distance of the vehicle, a front tread length of the vehicle, and a rear tread length of the vehicle.

[Road Surface Load Estimation Section]

The road surface load estimation section estimates the road surface load of the vehicle in accordance with the physical quantity that has been acquired by the acquisition section. The road surface load means a variation in ground contact load due to an effect of a road surface, such as unevenness of the road surface. In order to reduce cost of the acquisition section (e.g., a sensor) for estimation of the road surface load, the road surface load estimation section is preferably configured to estimate the road surface load with use of a physical quantity that is acquired by a universal sensor, a physical quantity obtained with reference to the acquired physical quantity, and a physical quantity that is specific to the vehicle. Note, however, the configuration of the road surface load estimation section is not limited to this.

The road surface load estimation section includes a first gain calculation section and a tire effective radius variation calculation section. The first gain calculation section calculates the first gain from at least the steady load of the vehicle and the inertia load of the vehicle. The first gain is, at least, a parameter indicative of rigidity of a wheel (e.g., a tire) of the vehicle. The first gain is a value that is unique to a wheel. As described later, the first gain can be found from an equation that substantially represents rigidity of the wheel to which a specific ground contact load is applied.

The tire effective radius variation calculation section calculates the tire effective radius variation by multiplying a variation in wheel angular speed by a second gain. The tire effective radius variation is a value that represents a variation in wheel speed with use of the physical quantity (e.g., a detected value of the universal sensor (described earlier)) that is different from the variation in wheel speed due to an influence of the road surface. The variation in wheel angular speed can be found with reference to a result of detection by the wheel speed sensor. The variation in wheel angular speed only needs to substantially represent a variation in wheel angular speed which variation is caused during a step of estimating a ground contact load, and can be an approximate value of the variation.

The second gain is a parameter for reducing an influence of the variation in wheel angular speed on an estimation result. In general, in estimation of a state quantity of the vehicle (e.g., a ground contact load of the vehicle), a result of the estimation and an actual running state tend to differ more greatly as a condition concerning actual running of the vehicle further deviates from a predetermined condition concerning ordinary running of the vehicle. The second gain can be determined by deriving, through experiment or simulation, for example, an appropriate numerical value such that an estimated value of the ground contact load is substantially identical to an actual measured value of the ground contact load of the vehicle under various conditions that are assumed concerning running of the vehicle.

The road surface load estimation section can include a further configuration provided that effects of the present embodiment can be obtained. For example, the road surface load estimation section can further include a second gain correction section.

The second gain correction section calculates a slip ratio-related value of the vehicle from the value of the wheel speed sensor so as to correct the second gain in accordance with at least the slip ratio-related value and a jerk of the vehicle. In this case, the acquisition section further acquires the jerk of the vehicle. The jerk can be acquired by, for example, an acceleration sensor.

[Inertia Load Estimation Section]

The ground contact load estimation device of the present embodiment can have a further configuration provided that the effects of the present invention can be obtained. For example, the acquisition section can further include an inertia load estimation section configured to estimate the inertia load of the vehicle in accordance with the physical quantity of the vehicle.

The inertia load estimation section includes a reference inertia load calculation section and a correction value calculation section. The inertia load estimation section estimates the inertia load by adding an inertia load correction value calculated by the correction value calculation section to a reference inertia load calculated by the reference inertia load calculation section. The inertia load means a variation in ground contact load due to an effect of turning of the vehicle and an effect of acceleration/deceleration of the vehicle. The reference inertia load calculation section calculates the reference inertia load with use of the physical quantity of the vehicle. The reference inertia load means a solution of an equation described later and representing the inertia load of the vehicle. The inertia load correction value is a correction value for correcting the reference inertia load so as to reduce a difference between the reference inertia load and a true inertia load.

According to the present embodiment, the physical quantity that is used to calculate the reference inertia load can be a physical quantity that is acquired by a universal sensor (described earlier) and a physical quantity that is specific to the vehicle. For example, the reference inertia load calculation section can calculate the reference inertia load at each wheel of the vehicle in accordance with a model of the vehicle with use of the value of the longitudinal acceleration sensor, the value of the lateral acceleration sensor, the mass of the vehicle, the gravitational center height of the vehicle, the rolling inertia moment, the pitching inertia moment, the front axle intercentroid distance of the vehicle, the rear axle intercentroid distance of the vehicle, the front tread length, and the rear tread length.

Note here that the “model of the vehicle” is a model for making it possible to calculate the reference inertia load. The model can be determined as appropriate in accordance with a mathematical expression for calculating the reference inertia load. For example, the model of the vehicle can be a model of a solution of a motion equation represented by a linear system, the solution being obtained by application of a minimum norm solution.

The correction value calculation section calculates the inertia load correction value with use of the physical quantity of the vehicle. The physical quantity that is used by the correction value calculation section to calculate the inertia load correction value can also be a physical quantity that is acquired by a universal sensor and a physical quantity that is specific to the vehicle, as described earlier. For example, the correction value calculation section can calculate the inertia load correction value with use of the mass of the vehicle, the gravitational center height of the vehicle, the value of the wheel speed sensor, the value of the turning information sensor, the rolling inertia moment, the front tread length, and the rear tread length. The value of the turning information sensor can be suitably a value of the yaw rate sensor or a value of the steering angle sensor.

[Method for Estimating Ground Contact Load]

According to the present embodiment, a ground contact load of a vehicle can be estimated by a method including the steps of: acquiring a physical quantity which is related to the vehicle and includes a wheel angular speed of the vehicle, a steady load of the vehicle, and an inertia load of the vehicle; using at least the steady load and the inertia load to calculate a first gain indicative of at least rigidity of a wheel of the vehicle; calculating a tire effective radius variation by multiplying a variation in wheel angular speed by a second gain for reducing an influence of the variation in wheel angular speed on an estimation result; and estimating the road surface load by multiplying the tire effective radius variation by the first gain. The method for estimating the ground contact load of the vehicle can be carried out with use of the ground contact load estimation device (described earlier).

According to the present embodiment, the ground contact load of the vehicle is estimated with reference to the road surface load of the vehicle. For example, the ground contact load of the vehicle can be estimated by adding the road surface load of the vehicle to the steady load of the vehicle and the inertia load of the vehicle. According to the present embodiment, the steady load is a ground contact load at 1G of the vehicle. For example, the steady load can be a calculated value that is based on the mass of the vehicle, or can be a constant that is specific to the vehicle. In a case where the ground contact load estimation device further includes the inertia load estimation section, an estimated value of the ground contact load of the vehicle can be obtained by adding together (i) the inertia load that has been estimated by the inertia load estimation section, (ii) the road surface load that has been estimated by the road surface load estimation section, and (iii) the steady load.

[Control Device]

A control device of an embodiment of the present invention estimates a ground contact load acting on a vehicle, and directly or indirectly uses the ground contact load to control one or more other devices of the vehicle. The control device of the present embodiment can be configured as in the case of a publicly known device for controlling one or more devices of the vehicle in accordance with a ground contact load, except that the control device includes the ground contact load estimation device (described earlier). Note that a case where the ground contact load is indirectly used includes, for example, a configuration in which the ground contact load estimated is used to carry out further estimation and use a value of a result of the further estimation to control the other device(s).

An embodiment of the present invention will be specifically described below.

Embodiment 1: First Embodiment of Ground Contact Load Estimation Device

[Functional Configuration of Ground Contact Load Estimation Device]

FIG. 1 is a block diagram illustrating an example of a functional configuration of a ground contact load estimation device in accordance with Embodiment 1 of the present invention. As illustrated in FIG. 1, a ground contact load estimation device 100 includes an inertia load estimation section 110, a road surface load estimation section 120, a longitudinal acceleration sensor and lateral acceleration sensor (longitudinal and lateral acceleration sensor) 131, a steering angle sensor or yaw rate sensor (steering angle/yaw rate sensor) 132, a wheel speed sensor 133, a steady load providing section 141, a delaying section 142, and adding sections 143 and 144.

The longitudinal and lateral acceleration sensor 131, the steering angle/yaw rate sensor 132, and the wheel speed sensor 133 are connected to the inertia load estimation section 110. The longitudinal and lateral acceleration sensor 131 and the wheel speed sensor 133 are connected to the road surface load estimation section 120. The longitudinal and lateral acceleration sensor 131, the steering angle/yaw rate sensor 132, and the wheel speed sensor 133 (i) provide a physical quantity related to a vehicle and to be acquired by the inertia load estimation section 110 and (ii) serve as an acquisition section with respect to the inertia load estimation section 110.

The inertia load estimation section 110 outputs a signal of a calculated inertia load. The inertia load estimation section 110 is connected to the adding section 143 via the delaying section 142. The steady load providing section 141 outputs a signal of a steady load. The steady load providing section 141 is also connected to the adding section 143. The adding section 143 is connected to each of the adding section 144 and the road surface load estimation section 120. The road surface load estimation section 120 is connected to the adding section 144.

The longitudinal and lateral acceleration sensor 131, the steering angle/yaw rate sensor 132, the wheel speed sensor 133, the steady load providing section 141, and the inertia load estimation section 110 (i) provide the physical quantity related to the vehicle and to be acquired by the road surface load estimation section 120 and (ii) serve as an acquisition section with respect to the road surface load estimation section 120.

Furthermore, the inertia load estimation section 110 and the road surface load estimation section 120 are each connected to a network of a control system of the vehicle (e.g., CAN (described later)), though not illustrated. The inertia load estimation section 110 and the road surface load estimation section 120 acquire, via such a network, the physical quantity that is specific to the vehicle, such as a mass of the vehicle, a gravitational center height of the vehicle, a rolling inertia moment measured with respect to a point on a road surface which point corresponds to the center of gravity of the vehicle, a pitching inertia moment measured with respect to the point on the road surface, a front axle intercentroid distance, a rear axle intercentroid distance, a front tread length, and a rear tread length. The network also corresponds to an acquisition section of Embodiment 1.

The following description will discuss a functional configuration and a logic of estimation of the road surface load in Embodiment 1.

[Functional Configuration of Road Surface Load Estimation Section]

FIG. 2 is a block diagram illustrating an example of a functional configuration of a road surface load estimation section of Embodiment 1. According to Embodiment 1, the road surface load estimation section 120 has a tire effective radius variation calculation section 121, a first gain calculation section 122, and a second gain correction section 123 (see FIG. 2).

[Logic of Estimation of Ground Contact Load]

A ground contact load of Embodiment 1 is represented by Equation (1) below. In Equation (1), F_z0nom represents the ground contact load in a 1 G state, dF_z0,inertia represents the inertia load, and dF_z0,road represents the road surface load. As described earlier, the inertia load means a variation in ground contact load due to an effect of turning of the vehicle and an effect of acceleration/deceleration of the vehicle, and the road surface load means a variation in ground contact load due to an effect of a road surface, such as unevenness of the road surface.F_z0=F_z0nom+dF_z0,inertia+dF_z0,road  (1)

[Logic of Estimation of Road Surface Load]

A non-linear tire characteristic of wheels of the vehicle is represented by Equations (51) and (52) below. In Equation (52), “F_z0” is the sum of the steady load and the inertia load as represented by Equation (53).dF_z0,road=−a₁dR_e  (51)a₁=a₁₁F_z0+α₁₂  (52)F_z0=F_z0nom+dF_z0,inertia  (53)

In the above equations, a₁ represents a first gain, a₁₁ represents a first parameter, and a₁₂ represents a second parameter.

The first gain a₁ indicates rigidity of a wheel of the vehicle. The first gain a₁ is represented by a spring constant in a relationship of the spring constant to a ground contact load of a tire. The relationship is represented by a non-linear curve, but can be approximated to a linear expression as represented by Equation (52).

The first parameter a₁₁ and the second parameter a₁₂ are both adjustment parameters for applying the first gain a₁ to a wide range of conditions. The first parameter is represented by a slope of the linear expression obtained by the approximation described above, and the second parameter is represented by an intercept of the linear expression.

FIG. 3 is a view for describing a physical quantity related to a wheel of a vehicle. In FIG. 3, R_e represents an effective radius of the tire, ω represents an angular speed of the tire, and u₀ represents a peripheral speed of the tire. In consideration of a slip ratio of the tire, the effective radius R_e of the tire is represented by Equation (54) below. Equation (55) below is derived from a total differential of Equation (54).

$\begin{array}{cc}{R}_e=\frac{u_0}{\omega }\left(1+s\right)& \left(54\right)\end{array}$ $\begin{array}{cc}\frac{{\mathrm{dR}}_e}{R_e}=\frac{{\mathrm{du}}_0}{u_0}+\frac{\mathrm{ds}}{1+s}-\frac{d\omega }{\omega }& \left(55\right)\end{array}$

Assume that the slip ratio does not change. In this case, Equation (56) is derived from Equation (55), and Equation (57) is further derived. In Equation (57), a₂ represents a second gain. The second gain a₂ is an adjustment parameter for reducing an influence of a variation in wheel angular speed on an estimation result. For example, the second gain can be determined by (i) comparing an actual measured value and an estimated value of the ground contact load of the vehicle which is running under a condition in which the wheel angular speed changes and (ii) setting the second gain as appropriate so that the estimated value is substantially equally effective against various running conditions.

$\begin{array}{cc}\frac{{\mathrm{dR}}_e}{R_e}=\frac{{\mathrm{du}}_0}{u_0}-\frac{d\omega }{\omega }=\frac{d\omega }{\omega }\left[\frac{{\mathrm{du}}_0\times \omega }{u_0\times d\omega }-1\right]=\frac{d\omega }{\omega }\left[\frac{{\mathrm{du}}_0}{R_e\times d\omega }\left(1+s\right)-1\right]=\frac{d\omega }{\omega }\times a_2& \left(56\right)\end{array}$ $\begin{array}{cc}{\mathrm{dR}}_e=a_2{R}_e\left(\frac{d\omega }{\omega }\right)& \left(57\right)\end{array}$

dω/ω in parentheses in Equation (57) can be approximated as represented by Equation (58). In Equation (58), “movavg(ω)” represents a moving average of the angular speed. Thus, Equation (59) is derived from Equation (57).

$\begin{array}{cc}\frac{d\omega }{\omega }\approx \frac{\omega -\mathrm{movavg}\left(\omega \right)}{\mathrm{movavg}\left(\omega \right)}& \left(58\right)\end{array}$ $\begin{array}{cc}{\mathrm{dR}}_e=a_2{R}_e\left(\frac{\omega -\mathrm{movavg}\left(\omega \right)}{\mathrm{movavg}\left(\omega \right)}\right)& \left(59\right)\end{array}$

Equation (60) is derived by substituting Equation (59) in Equation (51). The road surface load is calculated from Equation (60). Equation (60) includes movavg(ω). Thus, calculation of the road surface load is delayed (e.g., for 0.05 seconds) in accordance with a time required for acquisition of movavg(ω).

$\begin{array}{cc}{\mathrm{dF}}_{z0,\mathrm{road}}=-a_1\times a_2\times R_e\left(\frac{\omega -\mathrm{movavg}\left(\omega \right)}{\mathrm{movavg}\left(\omega \right)}\right)& \left(60\right)\end{array}$

The second gain a₂ can be represented by Equation (61) below. In Equation (61), a₂₁ represents a third parameter. The third parameter a₂₁ is an adjustment parameter that is similar to the second gain. In Equation (61), the third parameter results in the same as the second gain.a_z=a₂₁  (61)

The second gain can be expressed with use of not only the third parameter but also a further correction value for correcting an influence of a specific road surface state on the tire. For example, the second gain can be represented by Equation (62).a₂=a₂₁×F_s×F_jerk  (62)

In Equation (62), F_s represents a correction value for correcting an influence of the slip ratio, and F_jerk represents a correction value for correcting an error caused by a jerk. In this case, the third parameter is an adjustment parameter for reducing an influence of a correction, made with use of these correction values, during running of the vehicle under a condition that is different from a running condition which is to be corrected with use of the correction values. In order to make such a correction, it is possible to calculate the road surface load from Equation (63).

$\begin{array}{cc}{\mathrm{dF}}_{z0,\mathrm{road}}=-a_1\times a_{21}\times {ℱ}_s\times {ℱ}_{\mathrm{jerk}}\times R_e\left(\frac{\omega -\mathrm{movavg}\left(\omega \right)}{\mathrm{movavg}\left(\omega \right)}\right)& \left(63\right)\end{array}$

In Equation (62) and Equation (63), F_s and F_jerk are correction values for reducing an influence of an excessive change in slip ratio and jerk on the estimated value. F_s and F_jerk each can increase and decrease (i) a calculated value of a slip ratio-related value which calculated value is calculated by the second gain correction section (described later) or (ii) an acquired value of the jerk which acquired value is acquired by the acquisition section, or can substantially clear the calculated value or the acquired value in accordance with a predetermined threshold.

[Estimation of Road Surface Load]

The first gain calculation section 122 of the road surface load estimation section 120 calculates the first gain a₁ with use of at least the steady load and the inertia load. The road surface load estimation section 120 acquires the sum of (i) the estimated value of the inertia load which estimated value has been obtained by the inertia load estimation section 110 and (ii) the steady load that has been supplied from the steady load providing section 141. The first gain a₁ is represented by rigidity (a spring constant) of a wheel (tire) of the vehicle as described earlier, and can be represented by a linear expression that is approximate to a non-linear curve of the spring constant with respect to the ground contact load. Here, the ground contact load is the sum of the steady load and the inertia load as described earlier. The first gain calculation section 122 substitutes the above sum in Equation (52) so as to calculate the first gain.

The second gain correction section 123 further acquires the jerk of the vehicle from the acquisition section. Specifically, the second gain correction section 123 acquires the jerk of the vehicle via a network such as CAN.

The second gain correction section 123 also calculates the slip ratio-related value of the vehicle from a value of the wheel speed sensor. Specifically, the second gain correction section 123 acquires a numerical value corresponding to F_s in Equation (62).

Furthermore, the second gain correction section 123 corrects the second gain in accordance with at least the slip ratio-related value and the jerk. The second gain is assumed to be set as the adjustment parameter as described earlier. Specifically, the second gain correction section 123 (i) determines, in accordance with Equation (62), F_s and F_jerk that reduce an influence of the slip ratio and the jerk, and (ii) uses F_s and F_jerk to correct the second gain in accordance with Equation (62).

In a case where a change in slip ratio-related value is great, it is possible to set F_s so as to prevent or reduce a variation in estimated value due to the change. For example, F_s is a coefficient by which the slip ratio-related value is multiplied. In a case where the slip ratio-related value is less than a predetermined value, F_s can be 0. In a case where the slip ratio-related value is not less than the predetermined value, F_s can be 1 so that the slip ratio-related value is adopted.

In a case where a change in jerk is great, it is possible to set F_jerk so as to prevent or reduce a variation in estimated value due to the change. For example, F_jerk is a coefficient by which the jerk acquired is multiplied. In a case where the jerk is more than a predetermined value, F_jerk can be 0. In a case where the jerk is not more than the predetermined value, F_jerk can be 1 so that the jerk acquired is adopted.

As represented by Equation (62), the second gain correction section 123 calculates the second gain that has been corrected by multiplying F_s and F_jerk by the third parameter. The third parameter a₂₁ in Equation (61) and the third parameter a₂₁ in Equation (62) can be identical to or different from each other.

The tire effective radius variation calculation section 121 calculates the tire effective radius variation by multiplying a variation in wheel angular speed by the second gain. The variation in wheel angular speed is a numerical value including a variation value dω of the wheel angular speed ω, and is, for example, R_e(dω/ω) in Equation (57). Specifically, the tire effective radius variation calculation section 121 calculates the tire effective radius variation by multiplying the terms (except a₁) on the right side of Equation (60).

The road surface load estimation section 120 estimates the road surface load by multiplying, by the first gain, the tire effective radius variation that has been calculated by the tire effective radius variation calculation section 121. Specifically, the road surface load estimation section 120 obtains an estimated value of the road surface load, in accordance with Equation (60), by multiplying the tire effective radius variation by the first gain.

[Logic of Correction in Estimation of Inertia Load]

The inertia load dF_z0,inertia can be found by the inertia load estimation section 110 by, for example, a method disclosed in paragraph [0024] of Japanese Patent Application Publication Tokukai No. 2008-074184.

[Estimation of Inertia Load]

The longitudinal and lateral acceleration sensor 131 detects and outputs longitudinal acceleration and lateral acceleration of the vehicle. The (steering angle/yaw rate sensor) 132 detects and outputs a steering angle or a yaw rate of the vehicle. The wheel speed sensor 133 detects and outputs a wheel speed of wheels of the vehicle. Furthermore, a network (described earlier) outputs various physical quantities related to the vehicle. An acquisition section (described earlier) thus outputs a physical quantity related to the vehicle.

[Estimation of Ground Contact Load]

The inertia load estimation section 110 supplies the inertia load dF_z0,inertia to the delaying section 142. The delaying section 142 outputs the inertia load, if necessary, by delaying the inertia load so that the inertia load is output with appropriate timing in accordance with the subsequent control. For example, in accordance with a delay due to movavg(ω) in Equation (60) (described earlier), the delaying section 142 outputs the inertia load so that the inertia load is in phase with the delay due to movavg(ω). The adding section 143 combines the inertia load with a steady load F_z0nom that has been supplied from the steady load providing section 141. The sum of the steady load and the inertia load is supplied to the road surface load estimation section 120 and the adding section 144.

Meanwhile, the road surface load estimation section 120 outputs an estimated value of the road surface load. The estimated value of the road surface load is obtained with reference to the steady load and the inertia load.

The estimated value of the road surface load which estimated value has been supplied from the road surface load estimation section 120 is combined, by the adding section 144, with the above sum. Thus, the sum of the steady load, the inertia load, and the road surface load is obtained as an estimated value F_z0 of the ground contact load of the vehicle.

Effects

In Embodiment 1, since the road surface load is estimated by multiplying the tire effective radius variation (described earlier) by the first gain (described earlier), the road surface load can be estimated with an influence of unevenness of the road surface sufficiently reflected. Since a ground contact load is estimated with reference to such a road surface load, it is possible to estimate the ground contact load of the vehicle with sufficiently high accuracy.

A comparison between (a) an actual measured value of the ground contact load which actual measured value is found with use of a sensor, provided in the vehicle, for more directly detecting the ground contact load and (b) an estimated value of the ground contact load which estimated value is found in accordance with Embodiment 1 shows that Embodiment 1 makes it possible to obtain the estimated value of the ground contact load F_z0 which estimated value is so accurate as to substantially coincide with the actual measured value.

Furthermore, in Embodiment 1, the road surface load is estimated with reference to the steady load and the estimated inertia load. Therefore, Embodiment 1 thus configured makes it possible to estimate the road surface load with higher accuracy, as compared with a case where the road surface load is estimated without reference to the steady load and the estimated inertia load.

Moreover, in Embodiment 1, by correcting the second gain in accordance with a change in acceleration/deceleration of the wheel, it is possible to estimate the road surface load with much higher accuracy.

Further, in Embodiment 1, the physical quantity that can be acquired by the universal sensor is used to calculate the reference inertia load and calculate the inertia load correction value. This makes it possible to reduce sensor-related cost.

Embodiment 2: Second Embodiment of Ground Contact Load Estimation Device

Another embodiment of the present invention will be described below. Note that for convenience, members having functions identical to those of the respective members described in Embodiment 1 are given respective identical reference numerals, and a description of those members is omitted.

FIG. 4 is a block diagram illustrating an example of a functional configuration of an inertia load estimation section of Embodiment 2. As illustrated in FIG. 4, an inertia load estimation section 110 includes a reference inertia load calculation section 111 and a correction value calculation section 112.

FIG. 5 is a block diagram illustrating an example of a functional configuration of a reference inertia load calculation section of Embodiment 2. As illustrated in FIG. 5, the reference inertia load calculation section 111 includes a system matrix section 301, an input matrix section 302, an adding section 303, and a delaying section 304. The system matrix section 301 is connected to the adding section 303, the adding section 303 is connected to the delaying section 304, and the delaying section 304 is connected to the system matrix section 301. The input matrix section 302 is connected to an outside, for example, the network (described earlier), and is connected to the adding section 303.

According to Embodiment 2, an inertia load dF_z0,inertia is derived as below.

[Logic of Estimation of Inertia Load]

dF_z0,inertia is represented by three motion equations of Equations (2A), (2B), and (2C) below. Equation (2A) represents motion in a vertical direction, Equation (2B) represents a rolling behavior, and Equation (2C) represents a pitching behavior. Regarding a position of a wheel, the front, the rear, the right, and the left are herein expressed as “f”, “r”, “r”, and “l”, respectively. Regarding a direction with respect to a vehicle, a longitudinal direction, a lateral direction, and the vertical direction are expressed as “x”, “y”, and “z”, respectively.dF_z0fl+dF_z0fr+dF_z0rl+dF_z0rr=ma_x  (2A)t_rf(dF_z0fl−dF_z0fr)+t_rr(dF_z0rl−dF_z0rr)=(I_x+I_l){dot over (p)}−ma_yh₀  (2B)−l_f(dF_z0fl+dF_z0fr)+I_r(dF_z0ri−dF_z0rr)=(I_y+I₂){dot over (q)}+ma_xh₀  (2C)

Note, however, that vertical acceleration a_z, rolling angular acceleration dotted p, and pitching angular acceleration dotted q cannot be sensed by a universal sensor that is commonly provided in the vehicle. Thus, substantially no consideration of an influence of, for example, the above vertical acceleration is given to a ground contact load, calculated from the above equations, of the vehicle that is provided with the universal sensor. Such a ground contact load is also referred to as a “reference inertia load” and is represented by “dF_est^(k)”. Thus, a correction value for correcting such an inertia load is hereinafter also referred to as an “inertia load correction value” and is represented by “dF_z0,corr”. A relationship between dF_est^(k) and dF_z0,corr is represented by Equation (3) below.=+  (3)

FIG. 6 is a view for describing a physical quantity related to a rolling behavior of a vehicle body. FIG. 7 is a view for describing a physical quantity related to a pitching behavior of a vehicle body. As illustrated in FIGS. 6 and 7, m represents a mass of the vehicle, h₀ represents a gravitational center height of the vehicle, and a represents acceleration of the vehicle. I₁ and I₂ represent correction values for calculating inertia moments around road surface points with use of inertia moments around axes passing through respective centers of gravity COG1 and COG2. The center of gravity COG1 represents a center of gravity in the width direction of a vehicle body 200, and the center of gravity COG2 represents a center of gravity in the longitudinal direction of the vehicle body 200.

Furthermore, as illustrated in FIG. 6, (I_x+I₁) represents the rolling inertia moment around the road surface point, I_x represents the inertia moment around the rolling axis passing through the center of gravity COG1, t_rr represents half the length of a rear tread of the vehicle (the rear tread length multiplied by ½), and t_rr represents half the length of a front tread of the vehicle (the front tread length multiplied by ½). Dotted p represents rolling angular acceleration around the road surface point.

Moreover, as illustrated in FIG. 7, (I_y+I₂) represents the pitching inertia moment around the road surface point, and I_y represents the inertia moment around the pitching axis passing through the center of gravity COG2. I_f represents a longitudinal distance (front axle intercentroid distance) between the center of gravity COG2 and a front axle of the vehicle body 200, l_r represents a distance (rear axle intercentroid distance) between the center of gravity COG2 and a rear axle, and (l_f+l_r) represents a wheelbase. Dotted q represents pitching angular acceleration around the road surface point.

Assuming that dF_est^(k) is a calculated value of a variation in inertia load at a given point in time, a vector thereof is represented by Equation (4) below. In the following Equation (4), k represents the number of times of calculation.==[dF_z0fldF_z0frdF_z0rldF_z0rr]^T  (4)

Matrices into which Equations (2A) to (2C) are transformed are represented by Equation (5) below, and Equation (6) below is derived from Equation (5). A 3×3 matrix on the right side of Equation (6) is also referred to as a matrix K′, and a 3×1 matrix in parentheses on the right side of Equation (6) is also referred to as a matrix a′.

$\begin{array}{cc}\left[\begin{array}{ccc}1& 1& 1\\ -t_{\mathrm{rf}}& t_{\mathrm{rr}}& -t_{\mathrm{rr}}\\ -l_f& l_r& l_r\end{array}\right]\left[\begin{array}{c}{\mathrm{dF}}_{z0\mathrm{fr}}\\ {\mathrm{dF}}_{z0\mathrm{rl}}\\ {\mathrm{dF}}_{z0\mathrm{rr}}\end{array}\right]=\left[\begin{array}{c}{\mathrm{ma}}_z\\ \left(I_x+I_1\right)\stackrel{.}{p}-{\mathrm{ma}}_y{h}_0\\ \left(I_y+I_2\right)\stackrel{.}{q}+{\mathrm{ma}}_x{h}_0\end{array}\right]-\left[\begin{array}{c}1\\ t_{\mathrm{rf}}\\ -l_f\end{array}\right]{\mathrm{dF}}_{z0\mathrm{fl}}& \left(5\right)\end{array}$ $\begin{array}{cc}\left[\begin{array}{c}{\mathrm{dF}}_{z0\mathrm{fr}}\\ {\mathrm{dF}}_{z0\mathrm{rl}}\\ {\mathrm{dF}}_{z0\mathrm{rr}}\end{array}\right]=\stackrel{K^{\prime }}{\left[\begin{array}{ccc}\frac{l_r}{l_f+l_r}& 0& -\frac{1}{l_f+l_r}\\ \frac{l_f{t}_{\mathrm{rr}}+l_r{t}_{\mathrm{rf}}}{2t_{\mathrm{rr}}\left(l_f+l_r\right)}& \frac{1}{2t_{\mathrm{rr}}}& -\frac{t_{\mathrm{rf}}-t_{\mathrm{rr}}}{2t_{\mathrm{rr}}\left(l_f+l_r\right)}\\ \frac{l_f{t}_{\mathrm{rr}}-l_r{t}_{\mathrm{rf}}}{2t_{\mathrm{rr}}\left(l_f+l_r\right)}& -\frac{1}{2t_{\mathrm{rr}}}& \frac{t_{\mathrm{rf}}+t_{\mathrm{rr}}}{2t_{\mathrm{rr}}\left(l_f+l_r\right)}\end{array}\right]}\left(\left[\begin{array}{c}{\mathrm{ma}}_z\\ \left(I_x+I_1\right)\stackrel{.}{p}-{\mathrm{ma}}_y{h}_0\\ \left(I_y+I_2\right)\stackrel{.}{q}-{\mathrm{ma}}_x{h}_0\end{array}\right]-\stackrel{a^{\prime }}{\left[\begin{array}{c}1\\ t_{\mathrm{rf}}\\ -l_f\end{array}\right]}{\mathrm{dF}}_{z0\mathrm{fl}}\right)& \left(6\right)\end{array}$

Assuming here that “dF_z0fl” is “Z”, Equation (4) is represented by Equation (7) below. Z is a variable satisfying Equations (2A) to (2C). A 4×1 matrix in the first term on the right side of Equation (7) represents a vector a. A 4×3 matrix in the second term on the right side of Equation (7) is also referred to as a matrix K, and a 3×1 matrix in that term is also referred to as a matrix U. The vector a represents a unit vector satisfying Equations (2A) to (2C). The vector a is represented by a matrix of Equation (8) with use of the matrix K′ and the matrix a′ in Equation (6). The matrix K in Equation (7) is represented by a matrix of Equation (9) with use of the matrix K′ in Equation (6).

$\begin{array}{cc}\overrightarrow{{\mathrm{dF}}_{\mathrm{est}}^{\left(k\right)}}=\left[\begin{array}{c}{\mathrm{dF}}_{z0\mathrm{fl}}\\ {\mathrm{dF}}_{z0\mathrm{fr}}\\ {\mathrm{dF}}_{z0\mathrm{rl}}\\ {\mathrm{dF}}_{z0\mathrm{rr}}\end{array}\right]=\underset{\stackrel{\to ︀}{a}}{\left[\begin{array}{c}1\\ -1\\ -\frac{t_{\mathrm{rf}}}{t_{\mathrm{rr}}}\\ \frac{t_{\mathrm{rf}}}{t_{\mathrm{rr}}}\end{array}\right]}Z+\begin{array}{c}\underset{K}{\left[\begin{array}{ccc}0& 0& 0\\ \frac{l_r}{l_f+l_r}& 0& -\frac{1}{l_f+l_r}\\ \frac{l_f{t}_{\mathrm{rr}}+l_r{t}_{\mathrm{rf}}}{2t_{\mathrm{rr}}\left(l_f+l_r\right)}& \frac{1}{2t_{\mathrm{rr}}}& -\frac{t_{\mathrm{rf}}-t_{\mathrm{rr}}}{2t_{\mathrm{rr}}\left(l_f+l_r\right)}\\ \frac{l_f{t}_{\mathrm{rr}}-l_r{t}_{\mathrm{rf}}}{2t_{\mathrm{rr}}\left(l_f+l_r\right)}& -\frac{1}{2t_{\mathrm{rr}}}& \frac{t_{\mathrm{rf}}+t_{\mathrm{rr}}}{2t_{\mathrm{rr}}\left(l_f+l_r\right)}\end{array}\right]}\underset{U}{\left[\begin{array}{c}{\mathrm{ma}}_z\\ \left(I_x+I_1\right)\stackrel{.}{p}-{\mathrm{ma}}_y{h}_0\\ \left(I_y+I_2\right)\stackrel{.}{q}-{\mathrm{ma}}_x{h}_0\end{array}\right]}\\ \stackrel{⟶}{{\mathrm{dF}}_{\mathrm{est},p}}\end{array}& \left(7\right)\end{array}$ $\begin{array}{cc}\overrightarrow{a}=\left[\begin{array}{c}1\\ -K^{\prime }{a}^{\prime }\end{array}\right]& \left(8\right)\end{array}$ $\begin{array}{cc}K=\left[\begin{array}{c}0\\ K^{\prime }\end{array}\right]& \left(9\right)\end{array}$

Assuming that a vector dF_est,p is the product of the matrix K and the matrix U on the right side of Equation (7), Equation (7) is represented by Equation (10) below. dF_est,p represents any solution of Equations (2A) to (2C). The motion equations (2A) to (2C) (described earlier) are thus represented by Equation (10). That is, the solution of the motion equations (2A) to (2C) is represented by a linear equation, and a calculated value of the ground contact load to be found is present in any of straight lines represented by the linear equation.=+{right arrow over (α)}Z  (10)

<Application of Minimum Norm Solution>

In the motion equations (2A) to (2C), there are four variables (dF_z0fl, dF_z0fr, dF_z0rl, and dF_z0rr), and there are three equations with respect to those variables. In view of this, a minimum norm solution is applied to Equation (19). A condition represented by Expression (11) below, i.e., a value of a solution that is included in solutions of the motion equations and whose difference from a previously calculated value of the variation in ground contact load is minimized is defined as the solution of Equation (10). In Expression (11), dF_est^(k−1) represents the previously calculated value of the ground contact load. dF_est,p represents any of the solutions of the motion equations.

$\begin{array}{cc}\mathrm{Minimize}\overrightarrow{{\mathrm{dF}}_{\mathrm{est}}^{\left(k-1\right)}}-\overrightarrow{{\mathrm{dF}}_{\mathrm{est}}^{\left(k\right)}}& \left(11\right)\end{array}$

Application of the above definition allows Equation (12) to be derived from Equation (10) as shown below. In Equation (12), hatted a represents a unit vector of the vector a.

$\begin{array}{cc}\begin{array}{c}\overrightarrow{{\mathrm{dF}}_{\mathrm{est}}^{\left(k\right)}}=\overrightarrow{{\mathrm{dF}}_{\mathrm{est},p}}+\overrightarrow{a}Z\\ =\overrightarrow{{\mathrm{dF}}_{\mathrm{est},p}}+\frac{\overrightarrow{a}}{❘\overrightarrow{a}❘}\left(\left(\overrightarrow{{\mathrm{dF}}_{\mathrm{est}}^{\left(k-1\right)}}-\overrightarrow{{\mathrm{dF}}_{\mathrm{est},p}}\right)·\hat{a}\right)\\ =\overrightarrow{{\mathrm{dF}}_{\mathrm{est},p}}+\frac{\overrightarrow{a}}{{❘\overrightarrow{a}❘}^2}\left(\left(\overrightarrow{{\mathrm{dF}}_{\mathrm{est}}^{\left(k-1\right)}}-\overrightarrow{{\mathrm{dF}}_{\mathrm{est},p}}\right)·\overrightarrow{a}\right)\end{array}& \left(12\right)\end{array}$

<Linear Modeling>

Equation (12) that is expressed by a linear model is represented by Equation (13) below and is further represented by Equation (14).

$\begin{array}{cc}\overrightarrow{{\mathrm{dF}}_{\mathrm{est}}^{\left(k\right)}}=\underset{A}{\left(\frac{{\mathrm{aa}}^r}{{❘\overrightarrow{a}❘}^2}\right)}\overrightarrow{{\mathrm{dF}}_{\mathrm{est}}^{\left(k-1\right)}}+\underset{B}{\left(1-\frac{{\mathrm{aa}}^r}{{❘\overrightarrow{a}❘}^2}\right)K}U& \left(13\right)\end{array}$ $\begin{array}{cc}\overrightarrow{{\mathrm{dF}}_{\mathrm{est}}^{\left(k\right)}}=A\overrightarrow{{\mathrm{dF}}_{\mathrm{est}}^{\left(k-1\right)}}+\mathrm{BU}& \left(14\right)\end{array}$

In the above equations, U represents an input value, A represents a system matrix, and B represents an input matrix. The vector dF_est,p is represented by the product of the matrix K and the matrix U as shown below. The matrix K and the matrix U are represented as below, and A and B are each represented as below with use of a matrix.

$\overrightarrow{{\mathrm{dF}}_{\mathrm{est},p}}=\mathrm{KU}$ $\begin{array}{c}K=\left[\begin{array}{ccc}0& 0& 0\\ \frac{l_r}{l_f+l_r}& 0& -\frac{1}{l_f+l_r}\\ \frac{l_f{t}_{\mathrm{rr}}+l_r{t}_{\mathrm{rf}}}{2l_{\mathrm{rr}}\left(l_f+l_r\right)}& \frac{1}{2t_{\mathrm{rr}}}& -\frac{t_{\mathrm{rf}}-t_{\mathrm{rr}}}{2t_{\mathrm{rr}}\left(l_f+l_r\right)}\\ \frac{l_f{t}_{\mathrm{rr}}-l_r{t}_{\mathrm{rf}}}{2t_{\mathrm{rr}}\left(l_f+l_r\right)}& -\frac{1}{2t_{\mathrm{rr}}}& \frac{t_{\mathrm{rf}}+l_{\mathrm{rr}}}{2t_{\mathrm{rr}}\left(l_f+l_r\right)}\end{array}\right]\\ U=\left[\begin{array}{c}{\mathrm{ma}}_z\\ \left(I_x+I_1\right)\stackrel{.}{p}-{\mathrm{ma}}_y{h}_0\\ \left(I_y+I_2\right)\stackrel{.}{q}+{\mathrm{ma}}_x{h}_0\end{array}\right]\\ A=\frac{{\mathrm{aa}}^r}{{❘\overrightarrow{a}❘}^2}=\frac{1}{2\left(t_{\mathrm{rf}}^2+l_{\mathrm{rr}}^2\right)}\left[\begin{array}{cccc}{t}_{\mathrm{rr}}^2& -t_{\mathrm{rr}}^2& -t_{\mathrm{rf}}{t}_{\mathrm{rr}}& t_{\mathrm{rf}}{t}_{\mathrm{rr}}\\ -t_{\mathrm{rr}}^2& t_{\mathrm{rr}}^2& t_{\mathrm{rf}}{t}_{\mathrm{rr}}& -t_{\mathrm{rf}}{t}_{\mathrm{rr}}\\ -t_{\mathrm{rf}}{t}_{\mathrm{rr}}& t_{\mathrm{rf}}{t}_{\mathrm{rr}}& t_{\mathrm{rf}}^2& -t_{\mathrm{rf}}^2\\ t_{\mathrm{rf}}{t}_{\mathrm{rr}}& -t_{\mathrm{rf}}{t}_{\mathrm{rr}}& -t_{\mathrm{rf}}^2& t_{\mathrm{rf}}^2\end{array}\right]\\ B=\left(I-\frac{{\mathrm{aa}}^r}{{❘\overrightarrow{a}❘}^2}\right)K=\frac{1}{2}\left[\begin{array}{ccc}\frac{l_r}{l_f+l_r}& \frac{t_{\mathrm{rf}}}{t_{\mathrm{rf}}^2+t_{\mathrm{rr}}^2}& \frac{-1}{l_f+l_r}\\ \frac{l_r}{l_f+l_r}& \frac{-t_{\mathrm{rf}}}{t_{\mathrm{rf}}^2+t_{\mathrm{rr}}^2}& \frac{-1}{l_f+1_r}\\ \frac{l_f}{l_f+l_r}& \frac{t_{\mathrm{rr}}}{t_{\mathrm{rf}}^2+t_{\mathrm{rr}}^2}& \frac{1}{l_f+1_r}\\ \frac{l_f}{l_f+l_r}& \frac{-t_{\mathrm{rr}}}{t_{\mathrm{rf}}^2+t_{\mathrm{rr}}^2}& \frac{1}{l_f+l_r}\end{array}\right]\end{array}$

(Correction of influence of a_z, dotted p, and dotted q)

The inertia load correction value dF_z0,corr can be represented by Equation (15) below. The first term (the product of K_a and the vector a) in large parentheses on the right side of Equation (15) corrects an error of each of a_z, dotted p, and dotted q which error is caused by the minimum norm solution. In Equation (15), the vector a is represented by Equation (16) below, and a vector p is represented by Equation (17) below.

$\begin{array}{cc}\overrightarrow{{\mathrm{dF}}_{z0,\mathrm{corr}}}=\sum {ℱ}_{y0}\left(K_a\overrightarrow{a}+K_p\left(\frac{h_0{t}_{\mathrm{rr}}}{2\left(t_{\mathrm{rf}}^2+t_{\mathrm{rr}}^2\right)}\right)\left(1+\frac{I_1}{I_x}\right)\overrightarrow{p}\right)& \left(15\right)\end{array}$ $\begin{array}{cc}\overrightarrow{a}={\left[\begin{array}{cccc}1& -1& -\frac{t_{\mathrm{rf}}}{t_{\mathrm{rr}}}& \frac{t_{\mathrm{rf}}}{t_{\mathrm{rr}}}\end{array}\right]}^T& \left(16\right)\end{array}$ $\begin{array}{cc}\overrightarrow{p}={\left[\begin{array}{cccc}\frac{t_{\mathrm{rf}}}{t_{\mathrm{rr}}}& -\frac{t_{\mathrm{rf}}}{t_{\mathrm{rr}}}& 1& -1\end{array}\right]}^T& \left(17\right)\end{array}$

(Correction of Influence of Rolling Angular Acceleration (Dotted p))

The inertia load correction value can be calculated from an appropriate equation corresponding to the extent and frequency of an influence of a_z, dotted p, and dotted q with use of a physical quantity that can be acquired from the universal sensor. For example, in Equation (15), K_p represents an adjustment parameter, and Σ_Fy0 represents the sum total of tire lateral forces measured during rolling of the vehicle.

The first term (the product of K_a and the vector a) in large parentheses on the right side of Equation (15) corrects an error caused by the minimum norm solution among a_z, dotted p, and dotted q. K_a is an adjustment parameter and can be determined by comparing an estimated value obtained by Equation (15) with an actual measured value and setting K_a as appropriate so that the estimated value is substantially identical to the actual measured value in estimation of a ground contact load of a vehicle.

The second term of an expression in large parentheses on the right side of Equation (15) corrects the influence of dotted p and is important during turning of the vehicle. For example, K_p can be determined by (i) comparing (a) an actual measured value of the ground contact load of the vehicle that is turning with (b) an estimated value of the ground contact load that is estimated with use of Equation (15) and (ii) setting K_p as appropriate so that the estimated value is substantially effective even under a condition that is extended from a running condition of the vehicle that has been subjected to the measurement of the actual measured value.

Note here that the influence of dotted p which influence is expressed as “e dotted p” is represented by Equation (18) below. The left side of Equation (18) is “e dotted p”, which is the influence of dotted p. The 3×1 matrix by which B in Equation (18) is multiplied is a matrix in which a_x, a_y, a_z, and dotted q are a₁₁ set to zero in the matrix U (described earlier).

$\begin{array}{cc}\begin{array}{c}{e}_{\stackrel{.}{p}}=B\left[\begin{array}{c}0\\ \left(I_x+I_1\right)\stackrel{.}{p}\\ 0\end{array}\right]\left(\frac{\left(I_x+I_1\right)t_{\mathrm{rr}}}{2\left(t_{\mathrm{rf}}^2+t_{\mathrm{rr}}^2\right)}\right)\stackrel{.}{p}\underset{\stackrel{\to ︀}{p}}{\left[\begin{array}{c}\frac{t_{\mathrm{rf}}}{t_{\mathrm{rr}}}\\ -\frac{t_{\mathrm{rf}}}{t_{\mathrm{rr}}}\\ 0\\ -1\end{array}\right]}\\ =\left(\frac{\left(I_x+I_1\right)t_{\mathrm{rr}}}{2\left(t_{\mathrm{rf}}^2+t_{\mathrm{rr}}^2\right)}\right)\stackrel{.}{p}\stackrel{\to ︀}{p}\end{array}& \left(18\right)\end{array}$

Note here that FIG. 8 is a view for describing rolling angular acceleration around the center of gravity of a vehicle body. As illustrated in FIG. 8, dotted p in FIG. 8 represents a rolling angular speed around the center of gravity COG1 of the vehicle body. This dotted p around the center of gravity of the vehicle body is represented by Equation (19) below. The product of matrices on the right side of Equation (19) is so minute as to be negligible and can therefore be regarded as zero.

$\begin{array}{cc}{I}_x\stackrel{.}{p}=\sum F_{y0}{h}_0+\left[\begin{array}{cccc}{t}_{\mathrm{rf}}& -t_{\mathrm{rf}}& t_{\mathrm{rr}}& -t_{\mathrm{rr}}\end{array}\right]\left[\begin{array}{c}{F}_{z0\mathrm{fl}}\\ F_{z0\mathrm{fr}}\\ F_{z0\mathrm{rt}}\\ F_{z0\mathrm{rr}}\end{array}\right]& \left(19\right)\end{array}$

Σ_Fy0 is the sum total of the tire lateral forces measured during rolling of the vehicle and is represented by Equation (20). Note here that FIG. 9 is a view for describing a turning radius with respect to an actual steering angle of a vehicle. FIG. 9 illustrates a case where the vehicle turns to the left. FIG. 9 illustrates turning of the vehicle that is steered by front wheels only. In FIG. 9, C is a turning center, and O is an intersection of a wheel and an axle. “R_turn” represents a turning radius and is a distance from the turning center C to a center of gravity COG3 of the vehicle. “R_turn,i” represents a distance from the turning center C in the width direction of the vehicle body to an intersection O of the wheel on the left side of the vehicle, and “R_turn,r” represents a distance from the turning center C in the width direction of the vehicle body to an intersection O of the wheel on the right side of the vehicle. 6 is the actual steering angle.

A Vii vector and a V_fr vector are travelling direction vectors at front wheel points, and β_f1 and β_fr are front wheel slip angles. β^f1 is represented by an angle that is made by the V_f1 vector with respect to a line L_ωf1, and β_fr is represented by an angle that is made by the V_fr vector with respect to a line L_ωfr. A broken line L^ωf1 is a line extending in a rolling direction of the wheel and is a straight line passing through a center O_f1 of the wheel. A broken line L_ωfr is a line extending in the rolling direction of the wheel and is a straight line passing through a center O_fr of the wheel. A V_r1 vector and a V_rr vector are travelling direction vectors at rear wheel points. β_r1 and β_rr, are rear wheel slip angles, and are represented by angles made by the V_r1 vector and the V_rr vector, respectively, with respect to the longitudinal direction of the vehicle body 200. In a case where the vehicle is steered by both the front wheels and rear wheels, β^fl and β^fr are corrected as appropriate in consideration of steering by the rear wheels.

Given that “R_turn” in Equation (20) is represented by Equation (21), Equation (20) is represented by Equation (22). “R_turn” will be described later. In Equation (22) below, “u” is an average of peripheral speeds of a₁₁ the wheels and is represented by Equation (23). In Equation (23), w represents an angular speed of the wheel, and “R_e,init” represents an initial value of a tire radius. “δ” is represented by Equation (24). In Equation (24), δs represents a detected value of the steering angle sensor, and k_δ represents a steering gear ratio.

$\begin{array}{cc}\sum F_{y0}=\frac{{\mathrm{mu}}^2}{R_{\mathrm{turn}}}& \left(20\right)\end{array}$ $\begin{array}{cc}{R}_{\mathrm{turn}}\approx \frac{t_f+l_r}{\delta }& \left(21\right)\end{array}$ $\begin{array}{cc}\sum F_{y0}=\frac{{\mathrm{mu}}^2\delta }{t_f+l_r}& \left(22\right)\end{array}$ $\begin{array}{cc}u=\mathrm{avg}\left(\omega R_{e,\mathrm{init}}\right)& \left(23\right)\end{array}$ $\begin{array}{cc}\delta =k_{\delta }{\delta }_S& \left(24\right)\end{array}$

Thus, assuming that the influence of dotted p is “e dotted p”, the “e dotted p” is represented by the following Equation (25).

$\begin{array}{cc}\begin{array}{c}{e}_{\stackrel{.}{p}}=\left(\frac{\left(I_x+I_1\right)t_{\mathrm{rr}}}{2\left(t_{\mathrm{rf}}^2+t_{\mathrm{rr}}^2\right)}\right)\stackrel{.}{p}\stackrel{\to ︀}{p}\\ =\left(\frac{\left(I_x+I_1\right)t_{\mathrm{rr}}}{2\left(t_{\mathrm{rf}}^2+t_{\mathrm{rr}}^2\right)}\right)\left(\frac{h_0}{I_x}\right)\sum F_{y0}\\ =\left(\frac{h_0{t}_{\mathrm{rr}}}{2\left(t_{\mathrm{rf}}^2+t_{\mathrm{rr}}^2\right)}\right)\left(1+\frac{I_1}{I_x}\right)\sum F_{y0}\end{array}& \left(25\right)\end{array}$

Equation (21) is described here. R_turn,i is represented by Equation (26). Similarly, R_turn,r is represented by Equation (27).(δ+β_fl−β_rl)R_turn,l=(l_f+l_r)  (26)(δ+β_fr−β_rr)R_turn,r=(l_f+l_r)  (27)

R_turn is sufficiently large as compared with the wheelbase of the vehicle and both β and δ are sufficiently small as compared with R_turn. R_turn is represented by Equation (28) with use of Equations (26) and (27). In a process of derivation of Equation (28), as represented by Equation (29), the product of differences in β between the front and rear wheels is sufficiently small between the right and left wheels of the vehicle and can be regarded as zero. Furthermore, as represented by Equation (30), f (β) obtained by subtracting the sum of β of the rear wheels from the sum of β of the front wheels of the vehicle is sufficiently small as compared with R_turn and can be regarded as zero. Thus, “R_turn” is represented by Equation (21) (described earlier).

$\begin{array}{cc}\begin{array}{c}{R}_{\mathrm{turn}}=\frac{R_{\mathrm{turn},i}+R_{\mathrm{turn},r}}{2}\\ =\frac{l_f+l_r}{2}\left(\frac{1}{\delta +{\beta }_{\mathrm{fl}}-{\beta }_{\mathrm{rl}}}+\frac{1}{\delta +{\beta }_{\mathrm{fr}}-{\beta }_{\mathrm{rr}}}\right)\\ =\frac{l_f+l_r}{2}\left(\frac{\left(2\delta +f\left(\beta \right)\right)}{{\delta }^2+\delta \left(f\left(\beta \right)\right)+\left({\beta }_{\mathrm{fl}}-{\beta }_{\mathrm{rl}}\right)\left({\beta }_{\mathrm{fr}}-{\beta }_{\mathrm{rr}}\right)}\right)\\ =\frac{l_f+l_r}{\delta }\left(\frac{\left(\delta +\frac{f\left(\beta \right)}{2}\right)}{\delta +f\left(\beta \right)}\right)\\ \approx \frac{l_f+l_r}{\delta }\end{array}& \left(28\right)\end{array}$ $\begin{array}{cc}\left({\beta }_{\mathrm{fl}}-{\beta }_{\mathrm{rl}}\right)\left({\beta }_{\mathrm{fr}}-{\beta }_{\mathrm{rr}}\right)\approx 0& \left(29\right)\end{array}$ $\begin{array}{cc}f\left(\beta \right)={\beta }_{\mathrm{fl}}+{\beta }_{\mathrm{fr}}-{\beta }_{\mathrm{rl}}-{\beta }_{\mathrm{rr}}\approx 0& \left(30\right)\end{array}$

In the above description, “R_turn” is expressed by the actual steering angle δ. Note, however, that “R_turn” can also be suitably expressed with use of a yaw rate instead of the actual steering angle δ.

[Estimation of Ground Contact Load]

The longitudinal and lateral acceleration sensor 131 detects and outputs longitudinal acceleration and lateral acceleration of the vehicle. The (steering angle/yaw rate sensor) 132 detects and outputs a steering angle or a yaw rate of the vehicle. The wheel speed sensor 133 detects and outputs a wheel speed of wheels of the vehicle. Furthermore, a network (described earlier) outputs various physical quantities related to the vehicle. An acquisition section (described earlier) thus outputs a physical quantity related to the vehicle.

The reference inertia load calculation section 111 calculates a reference inertia load dF_est^(k) with use of the physical quantity that has been acquired by the acquisition section. Specifically, the reference inertia load calculation section 111 calculates, in accordance with Equation (14) (described earlier), the reference inertia load as a solution to which the minimum norm solution is applied. For example, the system matrix section 301 supplies, to the adding section 303, the amplified product of the matrix A (described earlier) and the previously calculated value of the ground contact load dF_est^(k−1), and the input matrix section 302 supplies, to the adding section 303, the amplified product of the matrix U (described earlier) and the matrix B. The adding section 303 combines these products so as to calculate the reference inertia load. The reference inertia load is supplied from the reference inertia load calculation section 111. The delaying section 304 (i) adjusts timing so that the reference inertia load received has a previously calculated value in the next calculation of the reference inertia load and (ii) outputs the reference inertia load received.

The correction value calculation section 112 calculates the inertia load correction value dF_z0,corr with use of the physical quantity that has been acquired by the acquisition section. Specifically, the correction value calculation section 112 calculates, in accordance with Equation (15), the inertia load correction value that corrects an influence of dotted p, a_z, and dotted q.

The inertia load estimation section 110 obtains an estimated value of the inertia load dF_z0,inertia by adding the inertia load correction value calculated by the correction value calculation section 112 to the reference inertia load calculated by the reference inertia load calculation section 111. Specifically, the inertia load estimation section 110 obtains the estimated value of the inertia load in accordance with Equation (3) (described earlier).

The inertia load estimation section 110 supplies the inertia load dF_z0,inertia to a delaying section 142. The delaying section 142 outputs the inertia load, if necessary, by delaying the inertia load so that the inertia load is output with appropriate timing in accordance with the subsequent control. For example, in accordance with a delay due to movavg(ω) in Equation (60) (described earlier), the delaying section 142 outputs the inertia load so that the inertia load is in phase with the delay due to movavg(ω). An adding section 143 combines the inertia load with a steady load F_z0nom that has been supplied from a steady load providing section 141. The sum of the steady load and the inertia load is supplied to a road surface load estimation section 120 and an adding section 144.

Meanwhile, the road surface load estimation section 120 outputs an estimated value of a road surface load. The estimated value of the road surface load which estimated value has been supplied from the road surface load estimation section 120 is combined, by the adding section 144, with the above sum. Then, the sum of the steady load, the inertia load, and the road surface load is obtained as an estimated value F_z0 of the ground contact load of the vehicle.

Effects

Embodiment 2 further brings about at least the effects below in addition to the effects of Embodiment 1 described earlier. In Embodiment 2, in order to estimate the inertia load, it is possible to use a solution of a motion equation which solution is obtained by application of the minimum norm solution. Therefore, Embodiment 2 thus configured is more effective in estimation of the ground contact load with high accuracy and is also more effective in making a correction that allows such estimation to be applied to a wide range of running conditions of the vehicle.

Embodiment 3: Embodiment of Control Device for Suspension

The following description will discuss an example in which a physical quantity estimation device in accordance with Embodiment 3 is applied to a control device for controlling a suspension of a vehicle. Note that for convenience, members having functions identical to those of the respective members described in Embodiments 1 and 2 are given respective identical reference numerals, and a description of those members is omitted.

A control device in accordance with Embodiment 3 (i) estimates a ground contact load acting on the vehicle that has the suspension and (ii) controls a damping force of the suspension in accordance with the ground contact load. The control device of Embodiment 3 can be configured as in the case of a publicly known control device of a suspension except that the control device of Embodiment 3 includes a ground contact load estimation device (described earlier) and controls the damping force of the suspension in accordance with the ground contact load that has been estimated by the ground contact load estimation device.

FIG. 10 is a view schematically illustrating an example of a configuration of a vehicle that has the ground contact load estimation device described above. As illustrated in FIG. 10, a vehicle 900 includes a suspension 150, a vehicle body 200, wheels 300, a vehicle speed sensor 450 that detects a vehicle speed (V), an engine 500, and an electronic control unit (ECU) 600. The ECU 600 corresponds to a processor (described earlier) and includes the ground contact load estimation device (described earlier).

Note that alphabets A to E in the reference signs each represent a position in the vehicle 900. A represents a left front position in the vehicle 900, B represents a right front position in the vehicle 900, C represents a left rear position in the vehicle 900, D represents a right rear position in the vehicle 900, and E represents a rear position in the vehicle 900.

Furthermore, the vehicle 900 has various sensors such as a longitudinal acceleration sensor 340 that detects acceleration in the longitudinal direction of the vehicle 900. Such a sensor corresponds to a universal sensor (described earlier). The vehicle 900 has a storage medium. The storage medium stores various pieces of information necessary for estimation of a physical quantity. Examples of such information include various physical quantities related to the vehicle, such as a wheel radius and a mass (vehicle weight) of the vehicle.

Via a controller area network (CAN) 370, respective output values of the various sensors are supplied to the ECU 600, and control signals are transmitted from the ECU 600 to respective sections. It is possible to newly provide the sensors in order to estimate the physical quantity (described later). However, from the viewpoint of cost, the sensors are preferably sensors that already exist in the vehicle 900.

According to Embodiment 3, the damping force of the suspension is controlled in accordance with an estimated value of the ground contact load of the vehicle which estimated value is as accurate as an actual measured value of the ground contact load of the vehicle. This makes it possible to sufficiently enhance running stability of the vehicle without the need to use any special sensor that is different from the universal sensor.

In Embodiment 3, the ground contact load that has been estimated in the control device is directly used to control the damping force of the suspension of the vehicle. According to an aspect of the present invention, the ground contact load thus estimated can be used to control various devices of the vehicle as in the case of the suspension. Examples of such devices include not only an ordinary suspension but also an electronically controlled suspension, a steering device, and an electronically controlled driving force transmission device. The ground contact load estimated can be used to control one or more of these devices of the vehicle. In control of these devices, an estimation result of the ground contact load can be used directly as in Embodiment 3 or indirectly to control those devices. Indirect use of the estimation result of the ground contact load is, for example, to convert the estimation result to another state quantity so as to use an estimated value of the state quantity obtained by the conversion to control the other device(s). By using the estimated value of the ground contact load (described earlier) to control the other device(s), as in the case of Embodiment 3, it is possible to sufficiently or further enhance running stability of the vehicle without the need to use any special sensor that is different from the universal sensor.

Software Implementation Example

Control blocks of the ground contact load estimation device 100 (particularly, the inertia load estimation section 110 and the road surface load estimation section 120) can be realized by a logic circuit (hardware) provided in an integrated circuit (IC chip) or the like or can be alternatively realized by software.

In the latter case, the ground contact load estimation device 100 includes a computer that executes instructions of a program that is software realizing the foregoing functions. The computer not only includes, for example, at least one processor but also includes a computer-readable storage medium in which the program is stored. An object of the present invention can be achieved by the processor reading and executing, in the computer, the program stored in the storage medium. Examples of the processor include a central processing unit (CPU).

Examples of the storage medium encompass “a non-transitory tangible medium” such as not only a read only memory (ROM) but also a tape, a disk, a card, a semiconductor memory, and a programmable logic circuit. The computer may further include a random access memory (RAM) or the like in which the program is loaded.

The program can be made available to the computer via any transmission medium (such as a communication network or a broadcast wave) which allows the program to be transmitted. Note that an aspect of the present invention can also be achieved in the form of a computer data signal in which the program is embodied via electronic transmission and which is embedded in a carrier wave.

The present invention is not limited to the embodiments, but can be altered by a skilled person in the art within the scope of the claims. The present invention also encompasses, in its technical scope, any embodiment derived by combining technical means disclosed in differing embodiments.

Variation

In an aspect of the present invention, a ground contact load can be found by, for example, a method disclosed in paragraph [0024] of Japanese Patent Application Publication Tokukai No. 2008-074184.

In Embodiment 1 (described earlier), part of the members can be omitted as appropriate in accordance with accuracy with which the ground contact load is expected to be estimated. For example, in Embodiment 1, it is possible to omit the second gain calculation section in a case where the second gain is not corrected.

Alternatively, it is possible to omit or integrate part of calculation processes as appropriate in order to achieve, for example, a simpler calculation process. For example, the road surface load can be calculated in Embodiment 2 by (i) finding a value obtained by multiplying the first gain a₁ and the second gain a₂ and (ii) applying a resultant gain value to, for example, Equation (60) (described earlier).

Aspects of the present invention can also be expressed as follows:

As is clear from the above description, a ground contact load estimation device (100) of an embodiment of the present invention is a ground contact load estimation device for estimating a ground contact load of a vehicle (900) with reference to a road surface load of the vehicle, the ground contact load estimation device including: an acquisition section including a wheel speed sensor (133) that acquires a wheel angular speed of the vehicle, and configured to acquire a physical quantity which is related to the vehicle and includes the wheel angular speed, a steady load of the vehicle, and an inertia load of the vehicle; and a road surface load estimation section (120) including (i) a first gain calculation section (122) configured to use at least the steady load and the inertia load, which are included in the physical quantity that has been acquired by the acquisition section, to calculate a first gain indicative of at least rigidity of a wheel of the vehicle and (ii) a tire effective radius variation calculation section (121) configured to calculate a tire effective radius variation by multiplying a variation in wheel angular speed, which has been acquired by the acquisition section, by a second gain for reducing an influence of the variation in wheel angular speed on an estimation result, the road surface load estimation section being configured to estimate the road surface load of the vehicle by multiplying the tire effective radius variation by the first gain.

The configuration makes it possible to obtain an estimation result of the road surface load with consideration given to an influence of a road surface on the vehicle. This makes it possible to estimate the ground contact load of the vehicle with sufficiently high accuracy.

According to an embodiment of the present invention, the acquisition section can further acquire a jerk of the vehicle, the road surface load estimation section can further include a second gain correction section (123) configured to correct the second gain, and the second gain correction section can use a value of the wheel speed sensor to calculate a slip ratio-related value of the vehicle so as to correct the second gain in accordance with at least the slip ratio-related value and the jerk.

The configuration makes it possible to acquire the physical quantity with use of a universal sensor or estimate the road surface load of the vehicle with sufficiently high accuracy in accordance with the physical quantity that is specific to the vehicle, and also to estimate the ground contact load including such a road surface load and having higher accuracy.

According to an embodiment of the present invention, the acquisition section can further include an inertia load estimation section (110) configured to estimate the inertia load of the vehicle in accordance with the physical quantity of the vehicle. The inertia load estimation section can include: a reference inertia load calculation section (111) configured to calculate a reference inertia load with use of the physical quantity; and a correction value calculation section (112) configured to calculate an inertia load correction value with use of the physical quantity, and the inertia load estimation section can estimate the inertia load by adding the inertia load correction value to the reference inertia load.

The configuration not only makes it possible to reduce sensor-related cost but also makes it possible to estimate a ground contact load of a vehicle with sufficiently high accuracy.

According to an embodiment of the present invention, the acquisition section can acquire, as the physical quantity, a value of a longitudinal acceleration sensor that acquires longitudinal acceleration of the vehicle, a value of a lateral acceleration sensor that acquires lateral acceleration of the vehicle, the value of the wheel speed sensor that acquires the wheel angular speed of the vehicle, a value of a turning information sensor that acquires turning information of the vehicle, a mass of the vehicle, a gravitational center height of the vehicle, a rolling inertia moment, a pitching inertia moment, a front axle intercentroid distance of the vehicle, a rear axle intercentroid distance of the vehicle, a front tread length of the vehicle, and a rear tread length of the vehicle. Furthermore, the reference inertia load calculation section can calculate the reference inertia load in accordance with a model of the vehicle with use of the value of the longitudinal acceleration sensor, the value of the lateral acceleration sensor, the mass of the vehicle, the gravitational center height of the vehicle, the rolling inertia moment, the pitching inertia moment, the front axle intercentroid distance of the vehicle, the rear axle intercentroid distance of the vehicle, the front tread length, and the rear tread length. Moreover, the correction value calculation section can calculate the inertia load correction value with use of the mass of the vehicle, the gravitational center height of the vehicle, the value of the wheel speed sensor, the value of the turning information sensor, the rolling inertia moment, the front tread length, and the rear tread length.

The configuration makes it possible to acquire the physical quantity with use of a universal sensor or estimate the ground contact load with sufficiently high accuracy in accordance with the physical quantity that is specific to the vehicle.

According to an embodiment of the present invention, the model can be a model of a solution of a motion equation represented by a linear system, the solution being obtained by application of a minimum norm solution.

The configuration makes it possible to obtain an estimated value of the ground contact load in accordance with an appropriate motion equation and with use of a solution to which an appropriate correction has been made. The configuration is therefore more effective in order to obtain, with high accuracy, an estimated value of the ground contact load which estimated value is applied to a wide range of running conditions of the vehicle.

A control device of an embodiment of the present invention is a control device (ECU 600) for estimating a ground contact load acting on a vehicle, and directly or indirectly using the ground contact load to control one or more other devices of the vehicle. The control device includes: an acquisition section including a wheel speed sensor that acquires a wheel angular speed of the vehicle, and configured to acquire a physical quantity which is related to the vehicle and includes the wheel angular speed, a steady load of the vehicle, and an inertia load of the vehicle; and a road surface load estimation section including (i) a first gain calculation section configured to use at least the steady load and the inertia load, which are included in the physical quantity that has been acquired by the acquisition section, to calculate a first gain indicative of at least rigidity of a wheel of the vehicle and (ii) a tire effective radius variation calculation section configured to calculate a tire effective radius variation by multiplying a variation in wheel angular speed, which has been acquired by the acquisition section, by a second gain for reducing an influence of the variation in wheel angular speed on an estimation result, the road surface load estimation section being configured to estimate the road surface load of the vehicle by multiplying the tire effective radius variation by the first gain.

The configuration makes it possible to control the other device(s) that control(s) a driving state of the vehicle in accordance with the ground contact load that has sufficiently high accuracy and refers to the estimation result of the road surface load with consideration given to an influence of a road surface on the vehicle. This makes it possible to sufficiently enhance running stability of the vehicle.

According to an embodiment of the present invention, the one or more other devices can be one or more devices selected from the group consisting of an electronically controlled suspension, a steering device, and an electronically controlled driving force transmission device.

The configuration is more effective in order to enhance running stability of the vehicle.

A ground contact load estimation method of an embodiment of the present invention is a ground contact load estimation method for estimating a ground contact load of a vehicle with reference to a road surface load of the vehicle, the ground contact load estimation method including the steps of: acquiring a physical quantity which is related to the vehicle and includes a wheel angular speed of the vehicle, a steady load of the vehicle, and an inertia load of the vehicle; using at least the steady load and the inertia load to calculate a first gain indicative of at least rigidity of a wheel of the vehicle; calculating a tire effective radius variation by multiplying a variation in wheel angular speed by a second gain for reducing an influence of the variation in wheel angular speed on an estimation result; and estimating the road surface load by multiplying the tire effective radius variation by the first gain.

The configuration makes it possible to obtain an estimation result of the road surface load with consideration given to an influence of a road surface on the vehicle. This makes it possible to estimate the ground contact load of the vehicle with sufficiently high accuracy.

REFERENCE SIGNS LIST

• • 100 Ground contact load estimation device
  • 110 Inertia load estimation section
  • 111 Reference inertia load calculation section
  • 112 Correction value calculation section
  • 120 Road surface load estimation section
  • 121 Tire effective radius variation calculation section
  • 122 First gain calculation section
  • 123 Second gain correction section
  • 131 Lateral acceleration sensor
  • 132 Steering angle/yaw rate sensor
  • 133 Wheel speed sensor
  • 141 Steady load providing section
  • 142, 304 Delaying section
  • 143, 144, 303 Adding section
  • 150 Suspension
  • 200 Vehicle body
  • 300 Wheel
  • 301 System matrix section
  • 302 Input matrix section
  • 340 Longitudinal acceleration sensor
  • 370 CAN
  • 450 Vehicle speed sensor
  • 500 Engine
  • 600 ECU
  • 900 Vehicle

Claims

1. A ground contact load estimation device for estimating a ground contact load of a vehicle with reference to a road surface load of the vehicle, said ground contact load estimation device comprising:a processor comprising:an acquisition section including a wheel speed sensor that acquires a wheel angular speed of the vehicle, and configured to acquire a physical quantity which is related to the vehicle and includes the wheel angular speed, a jerk of the vehicle, a steady load of the vehicle, and an inertia load of the vehicle; anda road surface load estimation section including (i) a first gain calculation section configured to use at least the steady load and the inertia load, which are included in the physical quantity that has been acquired by the acquisition section, to calculate a first gain indicative of at least rigidity of a wheel of the vehicle, (ii) a second gain correction section configured to use a value of the wheel speed sensor to calculate a slip ratio-related value of the vehicle so as to correct, in accordance with at least the slip ratio-related value and the jerk, a second gain for reducing an influence of a variation in wheel angular speed on an estimation result, and (iii) a tire effective radius variation calculation section configured to calculate a tire effective radius variation by multiplying, by the second gain, a variation in wheel angular speed, which has been acquired by the acquisition section, the road surface load estimation section being configured to estimate the road surface load of the vehicle by multiplying the tire effective radius variation by the first gain; andwherein the ground contact load estimation device controls one or more other devices of the vehicle.

2. The ground contact load estimation device as set forth in claim 1, wherein: the acquisition section further includes an inertia load estimation section configured to estimate the inertia load of the vehicle in accordance with the physical quantity,the inertia load estimation section includes:a reference inertia load calculation section configured to calculate a reference inertia load with use of the physical quantity; anda correction value calculation section configured to calculate an inertia load correction value with use of the physical quantity, andthe inertia load estimation section estimates the inertia load by adding the inertia load correction value to the reference inertia load.

3. The ground contact load estimation device as set forth in claim 2, wherein the acquisition section acquires, as the physical quantity, a value of a longitudinal acceleration sensor that acquires longitudinal acceleration of the vehicle, a value of a lateral acceleration sensor that acquires lateral acceleration of the vehicle, the value of the wheel speed sensor that acquires the wheel angular speed of the vehicle, a value of a turning information sensor that acquires turning information of the vehicle, a mass of the vehicle, a gravitational center height of the vehicle, a rolling inertia moment, a pitching inertia moment, a front axle intercentroid distance of the vehicle, a rear axle intercentroid distance of the vehicle, a front tread length of the vehicle, and a rear tread length of the vehicle,the reference inertia load calculation section calculates the reference inertia load in accordance with a model of the vehicle with use of the value of the longitudinal acceleration sensor, the value of the lateral acceleration sensor, the mass of the vehicle, the gravitational center height of the vehicle, the rolling inertia moment, the pitching inertia moment, the front axle intercentroid distance of the vehicle, the rear axle intercentroid distance of the vehicle, the front tread length, and the rear tread length, andthe correction value calculation section calculates the inertia load correction value with use of the mass of the vehicle, the gravitational center height of the vehicle, the value of the wheel speed sensor, the value of the turning information sensor, the rolling inertia moment, the front tread length, and the rear tread length.

4. The ground contact load estimation device as set forth in claim 3, wherein the model is a model of a solution of a motion equation represented by a linear system, the solution being obtained by application of a minimum norm solution.

5. A control device comprising a ground contact load estimation device recited in claim 4, said control device directly or indirectly using a ground contact load, estimated by the contact load estimation device, to control one or more other devices of the vehicle.

6. The control device as set forth in claim 5, wherein the one or more other devices are one or more devices selected from the group consisting of an electronically controlled suspension, a steering device, and an electronically controlled driving force transmission device.

7. A control device comprising a ground contact load estimation device recited in claim 3, said control device directly or indirectly using a ground contact load, estimated by the contact load estimation device, to control one or more other devices of the vehicle.

8. The control device as set forth in claim 7, wherein the one or more other devices are one or more devices selected from the group consisting of an electronically controlled suspension, a steering device, and an electronically controlled driving force transmission device.

9. A control device comprising a ground contact load estimation device recited in claim 2, said control device directly or indirectly using a ground contact load, estimated by the contact load estimation device, to control one or more other devices of the vehicle.

10. The control device as set forth in claim 9, wherein the one or more other devices are one or more devices selected from the group consisting of an electronically controlled suspension, a steering device, and an electronically controlled driving force transmission device.

11. A control device comprising a ground contact load estimation device recited in claim 1, said control device directly or indirectly using a ground contact load, estimated by the contact load estimation device, to control one or more other devices of the vehicle.

12. The control device as set forth in claim 11, wherein the one or more other devices are one or more devices selected from the group consisting of an electronically controlled suspension, a steering device, and an electronically controlled driving force transmission device.

13. A ground contact load estimation method for estimating a ground contact load of a vehicle with reference to a road surface load of the vehicle, said ground contact load estimation method comprising the steps of:acquiring a physical quantity which is related to the vehicle and includes a wheel angular speed of the vehicle, a jerk of the vehicle, a steady load of the vehicle, and an inertia load of the vehicle;using at least the steady load and the inertia load to calculate a first gain indicative of at least rigidity of a wheel of the vehicle;using the wheel angular speed to calculate a slip ratio-related value of the vehicle so as to correct, in accordance with at least the slip ratio-related value and the jerk, a second gain for reducing an influence of a variation in wheel angular speed on an estimation result;calculating a tire effective radius variation by multiplying a variation in wheel angular speed by the second gain; andestimating the road surface load by multiplying the tire effective radius variation by the first gain; andcontrolling one or more other devices of the vehicle.