JP2003237608A - Vehicle controlling device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle controlling device capable of improving the safety of a travelling vehicle while restricting the unexpected behavior of the vehicle, which is caused by abrupt driving operation. <P>SOLUTION: In the vehicle controlling device provided with an operation position sensor 26 for detecting the displacement position of an operation lever 10 and an electric control device 46 for controlling the vehicle according to the detected value, if the operation lever 10 displaces abnormally or is operated abruptly, the reactive force to the operation lever 10 is increased due to the control of a reactive force generating mechanism 20 by the electric control device 46. In addition, the rolling state of the vehicle is restricted by making the electric controller 46 correcting the attitude control of an absorber control device 49 and a stabilizer control device according to the tire slip angle αand the car body slip angle β which are caused in the vehicle. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device that includes an operating member operated by a driver and controls a vehicle according to the operation of the operating member by the driver and the behavior of the vehicle.

[0002]

2. Description of the Related Art Conventionally, for example, Japanese Laid-Open Patent Publication No. 11-171.
A vehicle control device having improved operability of an operation member as disclosed in Japanese Patent No. 025 has been developed. In this vehicle control device, a joystick is used as an operation member, and a gripping portion of the joystick is provided with a transmitting portion that can project and that can vibrate. Then, when the driver operates the joystick, the transmission portion is projected or vibrated according to the operation. Therefore, the driver can know the state of the vehicle by feeling the hand holding the grip.

[0003]

However, in the vehicle control device using the joystick as described above, a response delay occurs in the vehicle control with respect to the operation of the joystick, and the behavior of the vehicle behaves as desired with respect to the operation of the joystick. It may not follow. Therefore, when the driver suddenly operates the joystick, a sudden behavior that the driver does not expect may occur in the vehicle.

[0004]

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and an object thereof is to improve the safety of a vehicle that travels while suppressing unexpected vehicle behavior due to a sudden driving operation or the like. It is to provide a vehicle control device capable of performing the above.

In order to achieve the above-mentioned object, the structural features of the vehicle control device according to the present invention are to control an operating member that is displaced according to an operation by a driver and a displacement state of the operating member in response to an operation of the driver. Displacement state control mechanism, position detection means for detecting the displacement position of the operation member, operation control means for controlling the operation of the vehicle according to the displacement position of the operation member detected by the position detection means, and for the operation of the driver Abnormality detecting means for detecting an abnormal movement of the operating member, and change control means for changing the displacement state of the operating member with respect to the operation of the driver by the displacement state control mechanism when the abnormality detecting means detects the abnormal movement of the operating member. It is equipped with and.

According to the vehicle control device of the present invention having such a configuration, when the movement of the operating member is abnormal with respect to the operation of the driver, for example, there is nothing that cannot be considered in premature operation or normal driving operation. When the continuous operation of the rule is performed, the change control means changes the control of the displacement state of the operation member by the displacement state control mechanism. Therefore, it is possible to prevent abnormal vehicle behavior based on the operation of the operation member and maintain the vehicle in a safe state.

Another structural feature of the vehicle control device of the present invention is an operating member that is displaced according to an operation by a driver, and a displacement state control mechanism that controls a displacement state of the operating member in response to an operation of the driver. A position detecting means for detecting the displacement position of the operating member, a driving control means for controlling the driving of the vehicle according to the operating position detected by the operating position detecting means, and an operating speed detecting means for detecting the operating speed of the operating member. And the change control means for changing the displacement state of the operation member with respect to the operation of the driver by the displacement state control mechanism when the operation speed detection means detects a sudden operation of the operation member by the driver.

According to this vehicle control device, when a sudden operation is performed on the operating member such that the vehicle behavior cannot follow, the vehicle behavior is delayed with respect to the operation of the operating member, or the vehicle is unrelated to the operation of the operating member. So that behavior does not occur,
The change control means changes the control of the displacement state of the operating member in response to the driver's operation by the displacement state control mechanism, and other control is performed on the operating member. As other control in this case, for example, operation control of the vehicle is performed assuming that the operation of the operation member is performed at a speed that matches the vehicle behavior, or a sudden operation is suppressed by generating a reaction force on the operation member. There are things such as control. The sudden operation in this case can also be detected by detecting the acceleration of the operation member or the pressure applied to the operation member.

Still another structural feature of the vehicle control device of the present invention is an operating member which is displaced according to an operation by a driver, and a displacement state control mechanism which controls a displacement state of the operating member in response to an operation of the driver. Position detecting means for detecting the displacement position of the operating member, operation control means for controlling the operation of the vehicle according to the operating position detected by the operating position detecting means, and operating speed detecting means for detecting the operating speed of the operating member. And a change control means for changing the displacement state of the operation member with respect to the operation of the driver by the displacement state control mechanism when the operation speed of the operation member detected by the detection of the operation speed detection means is fast.

In this case, the fact that the operation speed detected by the operation speed detecting means is high means that the change in the operation amount of the operation member within a predetermined time is equal to or more than a predetermined value. Therefore, according to this vehicle control device, when the change control means changes the displacement state of the operation member in response to the driver's operation by the displacement state control mechanism, the reference value of the operation amount change is clarified, and the accurate operation member displacement state is obtained. Control becomes possible.

Still another structural feature of the present invention is that the displacement state control mechanism comprises a reaction force generation mechanism that generates a reaction force to the operating member in accordance with the operating position of the operating member. The change of the displacement state of the operation member with respect to the operation of the driver is to increase the reaction force generated by the reaction force generation mechanism with respect to the operation member. According to this, since the reaction force with respect to the operating member increases, a sudden operation or an abnormal operation cannot be performed, and the operation of the operating member and the behavior of the vehicle match.

Still another structural feature of the vehicle control device of the present invention is position detecting means for detecting a displacement position of an operating member operated by a driver, and a target steering amount based on the displacement position of the operating member. Target turning amount calculating means, a turning control means for turning the vehicle according to the target turning amount determined by the target turning amount calculating means, and a turning state detecting means for detecting a turning state of the vehicle. Attitude control means for controlling a change in vehicle attitude caused by turning of the vehicle, attitude control according to the target turning amount determined by the target turning amount calculation means and the vehicle turning state detected by the turning state detection means. Attitude changing means for changing the control of the vehicle attitude change by the means.

According to this, it becomes possible to control the attitude of the vehicle in accordance with the target turning amount and the turning state of the vehicle. For example, if the target turning amount and the turning state of the vehicle are such that rolling or spin is likely to occur in the vehicle, the attitude changing means changes the control of the vehicle attitude change by the attitude control means to prevent the rolling or spin. Prevent it.

Further, in this case, the attitude control means is constituted by a rolling suppression mechanism for suppressing rolling of the vehicle, and control of the vehicle attitude change by the attitude control means is controlled by the rolling suppression mechanism to control rolling of the vehicle. It can be suppressed. According to this, even if the target turning amount output to the vehicle becomes large and the turning radius of the vehicle becomes small, rolling that occurs in the vehicle can be prevented and the traveling state of the vehicle becomes stable.

Still another structural feature of the vehicle control device of the present invention is that the position detecting means for detecting the displacement position of the operating member operated by the driver and the displacement position detected by the position detecting means are used. Target turning amount determining means for determining the target turning amount, turning control means for turning the turning amount to the target turning amount determined by the target turning amount determining means, and the turning state of the vehicle A turning state detecting means for detecting and a turning amount correcting means for correcting the target turning amount determined by the target turning amount determining means according to the turning state detected by the turning state detecting means are provided. is there.

According to this, since the turning amount correcting means corrects the target turning amount to be output to the vehicle according to the turning state of the vehicle, the vehicle is steered according to the state. In this case, the value indicating the vehicle turning state can be used as the tire slip angle. The value indicating the vehicle turning state may be the vehicle body slip angle, and may be both the tire slip angle and the vehicle body slip angle. According to this, it is possible to perform control such that the slip angle generated in the tire or the vehicle body is reduced, and it is possible to stabilize the behavior of the vehicle, particularly the behavior during turning.

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of a vehicle control device according to the present invention will be described below with reference to the drawings. This vehicle control device includes an operation lever (joystick) 10 as an operation member shown in FIG. The operating lever 10 is
It is provided in the vicinity of the driver's seat of the vehicle and is tilted (rotated) in the front-rear direction and the left-right direction by the driver's operation as shown by the arrow in FIG.

FIG. 2 shows a schematic perspective view of an operating lever device including the operating lever 10. The operating lever 10 includes a rod 10a having a cylindrical rod shape, and a cylindrical grip portion 10b fixed to an outer periphery of an upper portion of the rod 10a. The rod 10a includes a spherical portion 10c at a substantially central portion thereof. It is supported by the portion 10c so as to be rotatable in the left-right and front-rear directions with respect to the vehicle body.

The operating lever device is the operating lever 10
The vehicle includes a left-right reaction force generation mechanism 20 that generates a reaction force with respect to the vehicle left-right tilt (a force that opposes the operation force of the driver who tilts the vehicle in the left-right direction from the neutral position). The left-right reaction force generation mechanism 20 includes a guide plate 21, a rotary shaft 22, a first gear 23, a second gear 24, a left-right reaction electric motor 25, and an operation position sensor 26.

The guide plate 21 is composed of a plate-like member bent in an L-shape, is arranged such that the surface fixed to the rotary shaft 22 is a vertical plane, and is horizontally oriented so as to be located at the upper end of the vertical plane. Faces are arranged. Then, a groove 21a having a longitudinal direction in the vehicle front-rear direction on the surface arranged in the horizontal direction.
Is provided, and the upper portion of the rod 10a penetrates through the groove 21a in a movable state. The axis of rotation of the rotating shaft 22 extends along the vehicle front-rear direction, and the operating lever 10
It is rotatably supported with respect to the vehicle body so as to pass through the center of the spherical portion 10c, and is integrally provided with a first gear 23 in the central portion. The first gear 23 meshes with a second gear 24 fixed to the rotating shaft of the electric motor 25.

The operation position sensor 26 is fixed to the vehicle body side at the end position of the rotary shaft 22 and detects the rotation angle of the rotary shaft 22 as the horizontal operating position of the operating lever 10.
The value of the operation position output from the operation position sensor 26 is
It becomes “0” when the operation lever 10 is in the neutral position in the left-right direction, and the magnitude of the absolute value when the lever is displaced from the neutral position to the left and right is a positive or negative value having a magnitude proportional to the amount of displacement from the neutral position. Has been adjusted to

Further, the operating lever device is the operating lever 1
A front-rear direction reaction force generation mechanism 30 that generates a reaction force of 0 (a force that opposes the operation force of the driver who attempts to tilt the vehicle from the neutral position in the vehicle front-rear direction) is provided. The front-rear direction reaction force generation mechanism 30 includes a guide plate 31, a rotary shaft 32, a third gear 33, a fourth gear 34, a front-rear reaction force electric motor 35, and an operation position sensor 36. The force generating mechanism 20 is the spherical portion 1
It is arranged at a position where the angle is changed by 90 degrees on the horizontal plane with 0c as the center.

The guide plate 31 is the guide plate 2
Similar to 1, it is composed of a plate-like body bent in an L shape, and is arranged so that the surface fixed to the rotating shaft 32 is a vertical plane, and the horizontal surface is arranged so as to be located at the lower end of the vertical plane. Has been done. A groove 31a having a longitudinal direction in the vehicle left-right direction is provided on the surface arranged in the horizontal direction.
The lower part of the rod 10a penetrates through the inside of a in a movable state. Further, the rotary shaft 32 is rotatably supported with respect to the vehicle body so that its axis extends along the vehicle left-right direction and passes through the center of the spherical portion 10c of the operation lever 10, and the third gear 33 is integrally formed at the central portion. Be prepared for. The third gear 33 meshes with the fourth gear 34 fixed to the rotating shaft of the electric motor 35.

The operation position sensor 36 is fixed to the vehicle body at the end position of the rotary shaft 32, and detects the rotation angle of the rotary shaft 32 as the front-back operation position of the operation lever 10.
The value of the operation position output from the operation position sensor 36 is
When the operation lever 10 is at the neutral position in the front-rear direction, it becomes "0", and when it is displaced from the neutral position to the front and rear, the magnitude of the absolute value is a positive or negative value having a magnitude proportional to the amount of displacement from the neutral position. Has been adjusted to

Next, the electric control section of the vehicle control device will be described with reference to FIG. The electric control unit 40 includes sensors such as a vehicle speed sensor 41, a longitudinal acceleration sensor 42, a lateral acceleration sensor 43, a yaw rate sensor 44, and a steering angle sensor 45, in addition to the above-described operation position sensors 26 and 36. . Vehicle speed sensor 41, longitudinal acceleration sensor 4
2, lateral acceleration sensor 43 and yaw rate sensor 44
Are provided at predetermined portions of the vehicle body, respectively, and the vehicle speed sensor 4
1 detects the speed of the vehicle in the front-rear direction, and the front-rear acceleration sensor 42 detects acceleration of the vehicle in the front-rear direction. And
The lateral acceleration sensor 43 detects the lateral acceleration of the vehicle, and the yaw rate sensor 44 detects the yaw rate (the rotation speed around the vertical axis passing through the center of gravity of the vehicle). Further, the turning angle sensor 45 is provided in a turning mechanism described later and detects a turning angle of a vehicle (wheel). Each sensor 26, 36, 4
1, 42, 43, 44, 45 are connected to an electric control device 46.

The electric control unit 46 includes a CPU 46a, RO
Each sensor 26 is composed of a microcomputer having an M46b, a RAM 46c, a timer 46d, and the like.
Based on the detection values detected by 36, 41, 42, 43, 44, 45, the electric motor 2 of the left-right direction reaction force generating mechanism 20.
5. Controls the electric motor 35 of the longitudinal reaction force generation mechanism 30, the engine control device 47, the brake control device 48, the absorber control device 49, the stabilizer control device 50, and the steering control device 51. Also, the CPU 46a
Executes various programs stored in the ROM 46b.

The engine control device 47 is controlled by the electric control device 46 based on the operation position of the operation lever 10 detected by the operation position sensor 36, and operates the throttle actuator for controlling the throttle opening to allow the throttle engine system 52 to operate. To control the vehicle acceleration. The operating lever 10 is set so as to increase the acceleration of the vehicle as it is displaced rearward from the neutral position in the front-rear direction of the vehicle and decrease the acceleration of the vehicle as it is displaced toward the neutral position. Is set so that the acceleration is "0".

Therefore, when the operation lever 10 is displaced in the front-rear direction at a portion rearward of the neutral position by the operation of the driver, the operation position sensor 36 detects the operation position,
A signal corresponding to the operation position is transmitted to the electric control device 46, and the electric control device 46 outputs a control signal for opening the throttle to the engine control device 47. Then, the engine control device 47 controls the throttle engine system 52 to accelerate the vehicle according to the operation position of the operation lever 10.

The brake control device 48 is controlled by the electric control device 46 on the basis of the operation position of the operation lever 10 detected by the operation position sensor 36, and operates the brake actuator to apply a braking force to the vehicle 53. Drive. Operating lever 10
Is set in the front-rear direction of the vehicle so as to increase the braking force of the vehicle as it moves forward with the neutral position as a boundary, and to decrease the braking force of the vehicle as it moves to the neutral position side. The braking force is set to "0".

Therefore, when the operation lever 10 is displaced forward and backward by the driver's operation in the portion in front of the neutral position, the operation position sensor 36 detects the operation position,
A signal according to the operation position is transmitted to the electric control device 46, the electric control device 46 calculates the value of the braking force according to the operation position by arithmetic processing, and outputs the control signal to the brake control device 48. Then, the brake control device 48
By controlling the brake system 53, the vehicle is braked according to the operation position of the operation lever 10.

The absorber control device 49 is provided for each sensor 2
The absorber control system 54 is driven in consideration of the correction value of the damping force calculated by the electric control device 46 based on the detection values detected by 6, 41, 42, 43, 44 and 45. This absorber control device 49 is also a CPU, RO
A computer having M, RAM and the like as a main component is used to program-control the absorber control system 54, and an interface for inputting signals from the electric control device 46 and the like and temporarily storing them in the control device 49. It has a circuit. As shown in FIG. 4, the absorber control system 54 includes a vehicle body 55 of a vehicle 55.
A shock absorbers 57a and 57b are provided between a and the wheels 56a and 56b, respectively, and the absorber control device 49 controls the shock absorbers 57a and 57b.
The ground load of the vehicle 55 is controlled by controlling b.

That is, this shock absorber 57
The a and 57b are filled with oil, and the flow of this oil is controlled by driving the absorber valve switching motors 58a, 58b, 58c and 58d for the left and right front wheels (see FIG. 5) to reduce the damping force. Can be changed. The shock absorbers 57a and 57b reduce the attitude change of the vehicle 55 when the damping force increases, and increase the attitude change of the vehicle 55 when the damping force decreases. The shock absorbers 57a and 57b are provided at the four wheel positions 56a and 56b of the vehicle 55 (only two are shown), and are individually controlled by the absorber control device 49.

This damping force control is performed by the absorber control device 49 controlling the absorber valve switching motors 58a, 58b, 58c, 58d provided on the shock absorbers 57a, 57b. Further, the control by the absorber control device 49 is performed based on the output values of the vertical acceleration sensors 59a, 59b, 59c, 59d which detect the vertical accelerations of the four wheel positions, respectively. A changeover switch 60 is connected to the absorber control device 49, and the absorber control device 49 is changed according to the changeover state of the changeover switch 60.
Controls the damping force of the absorber control system 54 in three steps: hard, normal, and soft.

Therefore, the absorber control device 49 is
By switching the changeover switch 60, the damping force is obtained in a rough range of hard, normal, and soft, and the vertical acceleration sensors 59a, 59b, 59c, 59 are obtained.
Depending on the detected value of d, each absorber valve switching motor 5
The damping forces output to 8a, 58b, 58c, and 58d are individually calculated in a small range. Then, based on a value obtained by adding a correction value supplied from the electric control device 46 to the obtained both damping forces, each absorber valve switching motor 58a,
Controls 58b, 58c and 58d.

The stabilizer control device 50 is provided for each sensor 2
Damping force (spring force) calculated by the electric control device 46 based on the detection values detected by 6, 41, 42, 43, 44, 45
The stabilizer control system 61 is operated in consideration of the correction value of. This stabilizer control device 50 also
The stabilizer control system 6 includes a computer including a CPU, a ROM, and a RAM as main components.
1 is program-controlled, and an interface circuit for inputting a signal from the electric control device 46 or the like and temporarily storing it is provided in the control device 50.

Stabilizer control system 61
Is provided with a U-shaped rod-shaped stabilizer 63 provided between the left and right wheels 62a and 62b as shown in FIG.
One end of the stabilizer 63 has a stabilizer link 64.
shaft portion 66a of the left wheel 62a via a and the connecting shaft 65a
And the other end is connected to the shaft portion 66b of the right wheel 62b via the stabilizer link 64b and the connecting shaft 65b. An actuator 67 is incorporated in the stabilizer link 64a, and the actuator valve switching motor 68a and the actuator valve switching motor 6 are included.
Actuator 6 by switching 8b (see FIG. 7)
7 drives. The actuator 67 is composed of a fluid damper similar to the shock absorbers 57a and 57b described above.

The stabilizer 63 has rigidity, and when so-called rolling occurs in which the left and right wheels 62a and 62b move in opposite phases, the torsional rigidity serves as a resistance to suppress rolling. In addition, the actuator 67
Changes the damping force of the stabilizer control system 61 by switching the actuator valve switching motors 68a and 68b. By changing the damping force, it is possible to reduce the change in the attitude of the vehicle or increase the change in the attitude of the vehicle. By controlling this, the rolling can be effectively suppressed. The stabilizer control system 61 is provided on each of the front and rear wheels of the vehicle, and is individually controlled by the stabilizer control device 50.

This control is performed by the actuator valve switching motors 68a and 68b provided in each actuator 67.
Is performed by driving the stabilizer control device 50. Further, the control by the stabilizer control device 50 is performed by a vertical acceleration sensor 69 that detects vertical accelerations at two positions of each actuator 67.
It is performed based on the output values of a and 69b. Instead of the vertical acceleration sensors 69a and 69b, two sensors at corresponding positions among the vertical acceleration sensors 59a to 59d used for controlling the absorber may be used. A changeover switch 70 is connected to the stabilizer control device 50, and the stabilizer control device 50 sets the damping force of the stabilizer control system 61 to three levels of hard, normal and soft according to the switching state of the changeover switch 70. Control.

Therefore, the stabilizer controller 50
Determines the damping force within a rough range of hard, normal, and soft by switching the changeover switch 70, and individually detects the damping force output to the actuator valve switching motors 68a, 68b by the detection values of the vertical acceleration sensors 69a, 69b. To a small range. Then, the actuator valve switching motors 68a and 68b are controlled based on a value obtained by adding a correction value supplied from the electric control device 46 to the obtained both damping forces.

The steering control device 51 drives the steering actuator 71 by the operation amount in the left-right direction of the vehicle body according to the operation of the operation lever 10 by the driver to steer the vehicle left and right. That is, the electric control device 46 inputs the operation position in the left-right direction of the operation lever 10 from the operation position sensor 26, and calculates the steering angle corresponding to the input operation position. This steering angle is set to "0" when the operating position of the operating lever 10 is the neutral position,
However, the steering angle increases to the right as the vehicle moves to the right side of the neutral position, and the steering angle increases to the left as the vehicle moves to the left side of the neutral position. Then, the electric control device 46 outputs the calculated steering control signal to the steering control device 51, and the tearing control device 51 operates the steering mechanism 72 by controlling the steering actuator 71 according to the steering control signal. Then, the vehicle is steered in the left-right direction according to a predetermined turning angle.

Next, the operation of the vehicle control device configured as described above will be described. When the driver turns on the ignition switch, the CPU 46a causes the ROM 46 to operate.
Start executing the reaction force control program of FIG. 8 stored in b.

First, the reaction force control program is executed in step S.
The CPU 46a starts at step S100.
At 102, the operation position A of the operation lever 10 detected by the operation position sensor 26 is input. Next, in step S104, it is determined whether the elapsed time t from when the operation position A is input has reached the predetermined time T0. The predetermined time T0 is a reference time for determining whether or not the operation lever 10 is suddenly operated,
It is set in advance. Also, this elapsed time is
Measured by 6d. Note that this abrupt operation includes the case where the operation change amount of the operation lever 10 within a predetermined time is equal to or larger than a predetermined value, or the acceleration of the operation lever 10 or the pressure applied to the operation lever 10 is equal to or larger than a predetermined value. Some cases are included.

Here, if the elapsed time does not reach the predetermined time T0, it is judged "NO" in step S104 and the processing of step S104 is repeated until the predetermined time T0 has passed. Then, when the predetermined time T0 has elapsed, it is determined to be "YES" in step S104 and is determined in step S104.
Proceed to 106. In step S106, the operation position B of the operation lever 10 detected by the operation position sensor 26 is input, and then in step S108, the absolute value | B− of the value obtained by subtracting the value of the operation position A from the value of the operation position B.
It is determined whether A | is smaller than a predetermined positive value C. The predetermined value C is set to a value at which the operation amount of the operation lever 10 at a predetermined time T0 can be determined to be excessive as compared with a normal operation, and if the absolute value | BA | It is determined that the operation lever 10 has been suddenly operated.

Here, if the operating lever 10 is normally operated and not suddenly operated, the absolute value | B-A | is less than or equal to the predetermined value C, so that "YE" is determined in step S108.
S ”is determined and the process proceeds to step S110. Then, in step S110, the reaction force corresponding to the operation position B is output to the operation lever 10. This output value is based on the detection value of the operation position sensor 26, and the electric control device 46 to which the detection value is supplied drives the electric motor 25 to reverse the direction opposite to the operation direction of the operation lever 10 by the driver. A force is generated on the operating lever 10.

By operating the operation lever 10 in the left-right direction, a control signal corresponding to the operation of the operation lever 10 in the left-right direction is output to the steering control device 51, and the steering control device 51 turns the steering wheel. The front tire is operated by the control of the actuator 71.
The steering control may be performed in proportion to the operation amount of 0 to the left and right. However, in the present embodiment, the front tire is steered in consideration of the vehicle speed, the slip angle of the vehicle body, and the slip angle of the front tire by executing the steering control program described later.

Then, in step S112, the value of the operation position B is set to the operation position A. The setting of the operation position A is performed at the time of the next program execution, with reference to the value of the operation position B, to determine to what extent the operation lever 10 is operated within a predetermined time T0 from that position. . After the process of step S112, step S1
Returning to 04, the processing from step S104 is executed.
The absolute value | B-A | of the difference between the operating position B of the operating lever 10 after the elapse of the predetermined time T0 and the operating position B and the operating position A of the operation lever 10 before the predetermined time T0 is the predetermined value C.
As long as it is smaller than the above, the processing of steps S104 to S112 is repeatedly executed to apply a reaction force corresponding to the operation position B of the operation lever 10 to the operation of the operation lever 10.

On the other hand, if the operation lever 10 is suddenly operated and the absolute value | B-A | of the difference between the operation position B and the operation position A is equal to or greater than the predetermined value C, "N" is determined in step S108.
It is determined to be “O” and the process proceeds to step S114. Then, in step S114, a value obtained by adding the predetermined value F to the reaction force corresponding to the operation position B is output to the operation lever 10 as a reaction force. The predetermined value F is a constant for preventing unexpected behavior of the vehicle, and is set in advance. By adding the predetermined value F to the value of the normal reaction force corresponding to the operation position B, the reaction force with respect to the operation lever 10 becomes larger than that in the normal time, and the sudden operation by the driver is suppressed.

Then, in step S112, the value of the operation position B is set to the operation position A as in the above case, the process returns to step S104, and the processes of step S104 and the subsequent steps are executed. Then, as long as the absolute value | B−A | of the difference between the operating position B and the operating position A of the operating lever 10 after the elapse of the predetermined time To is larger than the predetermined value C, step S1
The processes of 04 to S108, S114, and S112 are repeated. As a result, a large reaction force is generated in the operation lever 10 more than in the normal state, and a sudden operation by the driver is suppressed, so that the vehicle turns to the left in a reasonable state according to the operation of the operation lever 10 in which the sudden operation is suppressed. Turn.

Further, in steps S104 to S108,
When the absolute value | B−A | of the difference between the operation position B and the operation position A becomes equal to or less than the predetermined value C while repeatedly performing the processing of S114 and S112, it is determined as “YES” in step S108, and the process proceeds to step S110. In step S110, the reaction force corresponding to the operation position B is output to the operation lever 10.

As described above, by the reaction force control described above, if the operation lever 10 is operated at the normal speed, a reaction force corresponding to the operation position of the operation lever 10 is generated on the operation lever 10. Further, when the operation of the operation lever 10 is a sudden operation and the vehicle behavior cannot follow the operation of the operation lever 10, the reaction force generated in the operation lever 10 is the reaction force set for the normal operation. Will be larger than. Therefore, it is possible to prevent an unreasonable operation input to the operation lever 10 and prevent unexpected deterioration of the vehicle behavior.

In the reaction force control program, the value of the predetermined value F of the reaction force generated on the operating lever 10 in step S114 is set as a constant. The predetermined value F is the vehicle speed sensor 41 and the longitudinal acceleration sensor 42. Alternatively, it may be a variable according to the detection value of the lateral acceleration sensor 43.
In this case, the predetermined value F is set to increase as the detection value of each sensor 41, 42, 43 increases, the data is mapped, and the ROM 46 of the electric control device 46 is set.
It is better to store it in b.

Further, in the reaction force control program, the case where the operation lever 10 is operated in the left-right direction has been described. However, when the operation lever 10 is operated in the front-rear direction, a similar reaction force is generated in the operation lever 10. Control is performed. In this case, the operating position of the operating lever 10 is detected by the operating position sensor 36, and the electric control device 46 drives the electric motor 35 based on the detected value to generate a reaction force on the operating lever 10. In this case, the vehicle is brake-controlled or acceleration-controlled by operating the operation lever 10 in the front-rear direction.

Next, a steering control program for steering the front tire to the left or right according to the operation of the operating lever 10 to the left or right will be described with reference to the flowcharts of FIGS. 9 and 10. The steering control program is repeatedly executed every predetermined short time after the ignition switch is turned on. This program is executed in step S20.
Starting from 0, the CPU 46a first inputs the vehicle speed V detected by the vehicle speed sensor 41 in step S202. Next, in step S204, the operation amount to the left and right of the operation lever 10 detected by the operation position sensor 26 is input as the steering angle a. The steering angle a represents "0" when the operation lever 10 is in the neutral position, and the operation amount of the operation lever 10 to the left (or right) is negative (or positive).

Next, the program proceeds to step S206 to calculate the indicated turning angle b in step S206. The indicated turning angle b is the vehicle speed V (100 km / h, 50 km / h, 20 km / h, shown in the map in step S206).
The case of 0 km / h is shown. ) And the steering angle a, and this map is set based on previously obtained data and stored in the ROM 46b of the electric control unit 46. As shown in the map, this commanded turning angle b is set to decrease as the vehicle speed V increases if the steering angle a has the same value. Therefore, when the vehicle travels at high speed, a small steering amount is output with a large steering amount, and when the vehicle travels at a low speed, a large steering amount is output with a small steering amount.

Next, in step S208, the lateral acceleration Gy of the vehicle detected by the lateral acceleration sensor 43 is input, and in step S210, the yaw rate sensor 44 is input.
The yaw rate γ of the vehicle detected by is input. Next, in step S212, the actual turning angle θ of the wheel detected by the turning angle sensor 45 is input. Then, step S214
In the above, the slip angle β of the vehicle body is calculated by executing the calculation of the following expression 1 using the input vehicle speed V, lateral acceleration Gy and yaw rate γ. In addition, the same step S21
4, in addition to the calculated slip angle β of the vehicle body,
The slip angle α of the front tire is calculated by executing the calculation of the following Expression 2 using the input yaw rate γ, vehicle speed V and actual turning angle θ.

[0056]

[Equation 1] β = ∫ (Gy / v−γ) dt

[0057]

[Formula 2] α = β + γ · Lf / v−θ

However, Lf in equation 2 is the distance from the center of gravity o of the vehicle to the axle of the front tire FT, as shown in FIG. FIG. 11 shows the relationship between the yaw rate γ and the vehicle body slip angle β according to the two-wheel model.
An alternate long and short dash line h indicates the front of the vehicle with an arrow, and a solid line i indicates the moving direction of the center of gravity of the vehicle with an arrow. Also,
The lateral acceleration Gy, the actual turning angle θ, the slip angle β of the vehicle body, and the slip angle α of the front tire are all negative in the leftward direction, and positive in the rightward direction.

After the vehicle body slip angle β and the front tire FT slip angle α are calculated in step S214, the program proceeds to step S216, and in step S216, the vehicle body slip angle β is the allowable vehicle body left slip. It is determined whether it is larger than the angle −βz and smaller than the allowable slip angle βz of the vehicle body in the right direction, that is, whether the absolute value | β | of the slip angle β of the vehicle body is less than the allowable slip angle βz. If the absolute value | β | of the slip angle β of the vehicle body is less than the allowable slip angle βz, it is determined that the vehicle is in a normal traveling state in which neither spin nor abnormal slip occurs. When the absolute value | β | of the vehicle body slip angle β is equal to or larger than the allowable slip angle βz, it is determined that the vehicle is in the spin behavior. The allowable slip angle βz is a predetermined positive value.

Here, the vehicle is in a normal running state,
When the absolute value | β | of the vehicle body slip angle β is smaller than the allowable slip angle βz, “Y” is determined in step S216.
ES ”is determined. And the program is step S
218, and in step S218, the slip angle α of the front tire FT is the left front tire F.
Whether the slip angle is larger than the allowable slip angle -αz of T and smaller than the allowable slip angle αz of the right front tire FT, that is, the slip angle α of the front tire FT.
It is determined whether the absolute value | α | of is less than the allowable slip angle αz.

If the absolute value | α | of the slip angle α of the front tire FT is less than the allowable slip angle αz, it is determined that the tire slip angle α is within the allowable range and the vehicle is in a normal running state. . If the absolute value | α | of the slip angle α of the front tire FT is equal to or greater than the allowable slip angle αz, it is determined that the slip angle α of the front tire FT is excessively rightward. The allowable slip angle αz is a predetermined positive value.

When the absolute value of the slip angle | α | of the front tire FT exceeds the allowable slip angle αz and becomes excessively large, the cornering force f is saturated and the vehicle is in a so-called "too much steering wheel" state. Has become. Front tire FT slip angle α and cornering force f
Is in the relationship shown in FIG. 12, and when the absolute value | α | of the slip angle of the front tire FT becomes equal to or greater than the allowable slip angle αz, the balance between the cornering force f and the centrifugal force generated in the vehicle is lost and the vehicle is It will be in a stable state.

As shown in FIG. 13, which shows the relationship between the slip angle α of the front tire FT and the cornering force f, the slip angle α of the front tire FT is determined by the solid line j indicating the traveling direction of the vehicle and the direction of the front tire FT. The cornering force f is an angle between k and a force generated in a direction orthogonal to the solid line j. That is, the operating lever 10
When the vehicle is moved leftward or rightward to shift from the straight running indicated by the solid line j to the turning state, a slip angle α is generated in the front tire FT whose traveling direction is changed. At this time, since the yaw motion that attempts to rotate about the center of gravity o occurs in the vehicle body,
Similar to the front tire FT, the rear tire RT also has a slip angle and a cornering force f. Then, the vehicle turns while balancing the cornering force f generated on the four wheels and the centrifugal force. The allowable slip angle αz is a threshold value that can increase the cornering force f.

In step S218, the front tire F
The absolute value | α | of the slip angle of T is the allowable slip angle αz
If it is less than, it is determined to be "YES". Then, the program proceeds to step S220, and sets the instructed turning angle b obtained in the processing of step S206 as the target turning angle Cn. Here, the instruction turning angle b is a turning angle for the wheels calculated based on the operation angle a depending on the operation position of the operation lever 10 and the vehicle speed V, and the target turning angle Cn is other than the vehicle speed V.
It is a steering angle that is actually output to the wheels as an optimum steering angle in consideration of the yaw rate γ, the lateral acceleration Gy, and the actual steering angle θ.

Next, in step S222, the absolute value | Cn-Cn-p | of the value obtained by subtracting the target turning angle Cn-p before p times from the target turning angle Cn is the predetermined target turning angle change. It is determined whether or not it is smaller than the quantity guide value ΔC. This p indicates the number of comparison calculation cycles for calculating the amount of change in the target turning angle Cn, and the target turning angle Cn-p is the target turning angle obtained when the program was executed p times before. Cn, which represents step S220 when the program is executed p times before or steps S240, S242, S234, and S236 described later.
It is set by the process of. Further, the target turning angle change amount guide value ΔC is a threshold value indicating whether or not the difference between the target turning angle Cn and the target turning angle Cn-p before p times is a value that causes rolling of the vehicle, When | Cn-Cn-p | is larger than the target turning angle change amount guide value ΔC, it is determined that control for suppressing rolling is necessary.

If the absolute value | Cn-Cn-p | is smaller than the target turning angle change amount guide value ΔC, step S
It is determined to be "YES" in 222, and step S22
Go to 4. In step S224, since it is not necessary to correct the output values to the absorber control system 54 and the stabilizer control system 61, the correction value S of the absorber damping force and the stabilizer damping force is set to "0" and set to "0". The set correction value S is applied to the absorber control device 49 and the stabilizer control device 50.
Output to. The absorber control device 49 and the stabilizer control device 50 temporarily store the output correction value S in the interface circuit.

Then, in step S226, the steering actuator 71 is controlled to drive the steering mechanism 72 so that the target steering angle Cn is generated in the front tire. As a result, the vehicle travels while turning leftward or rightward according to the operation of the operation lever 10. Then, the program proceeds to step S228 and sets the target turning angles Cn-p to Cn.
After updating -1 to the target turning angles Cn-p + 1 to Cn, the process proceeds to step S230 and ends.

When the execution of the program is started again from step S200, the program is executed in step S202.
~ Each sensor 26, 4 obtained by performing the processing of S214
From the detected values of 1, 43, 44 and 45, the instructed turning angle b, the slip angle α of the front tire FT and the slip angle β of the vehicle body are calculated again. Then, Step S216,
In S218, it is determined to be "YES", and in Step S2.
20 is performed, and in step S222, “YE
While determining "S", the processes of steps S200 to S230 are repeated. During that time, the vehicle is operated at the operation angle a and the vehicle speed V.
The target turning angle Cn obtained based on the above is controlled so as to occur in the front tire FT.

During execution of the program from step S200, if the absolute value | β | of the vehicle body slip angle β becomes larger than the allowable slip angle βz, step S21
In "6", the determination is "NO" and the process proceeds to step S232. In step S232, the slip angle β of the vehicle body
, Is smaller than the allowable slip angle −βz of the vehicle body to the left. Here, if the slip angle β of the vehicle body is equal to or less than the allowable slip angle −βz in the left direction, that is, if the slip angle β is excessive in the left direction, it is determined to be “YES” in step S232, and the process proceeds to step S234.

In step S234, the value obtained by adding the value of the actual steering angle θ to the product of the value obtained by subtracting the allowable slip angle βz from the absolute value | β | of the vehicle body slip angle β and the value of the actual steering angle θ is set as the target. Set as steering angle Cn. This is because the slip angle β of the vehicle body is excessive in the leftward direction, and the correction value Kβ (| β | −βz) is added to the actual turning angle θ in order to correct the slip angle β excessive in the leftward direction to the right. Is added to correct the target steered angle Cn to the right. The counter steer coefficient Kb is a coefficient obtained based on an experimental value or the like, and it is calculated how much the actual steering angle θ of the front tire FT should be corrected to bring the slip angle β of the vehicle body into an appropriate range. It is determined based on the relationship between the calculated value and the slip angle β and the allowable slip angle βz.

Then, the program executes step S222.
Proceed to step S222 to determine whether the absolute value | Cn-Cn-p | of the value obtained by subtracting the target turning angle Cn-p from the target turning angle Cn is smaller than the target turning angle change amount guide value ΔC. To judge. Here, if | Cn-Cn-p | is smaller than the target turning angle change amount guide value ΔC, it is determined to be "YES" in step S222, and the following steps S224 to S2 are performed.
After the processing of 30 is performed, the program ends.

If the slip angle β of the vehicle body is larger than the allowable slip angle −βz of the vehicle body in the left direction, that is, if the slip angle β of the vehicle body is larger than the allowable slip angle βz of the vehicle body in the right direction, step S232. Is determined to be "NO" and the process proceeds to step S236. In step S236, the absolute value of the slip angle β of the vehicle body | β
A value obtained by subtracting the product of the allowable slip angle βz and the product of the counter steer coefficient Kb from | is set as the target turning angle Cn. This is because the slip angle β of the vehicle body in the right direction is excessively large. Therefore, in order to correct the slip angle β of the vehicle body in the right direction to the left, the correction value Kb (| β | -β
z) is subtracted to correct the target steered angle Cn to the left.

Then, the program executes step S222.
Proceed to. In step S222, the absolute value | Cn-Cn-p | of the value obtained by subtracting the target turning angle Cn-p from the target turning angle Cn is smaller than the target turning angle change amount guide value ΔC, and "YES".
If it is determined that the process is completed, the processes of steps S224 to S230 are performed and the program ends.

Next, a case will be described in which the slip angle β of the vehicle body is within the allowable range, but the slip angle α of the front tire FT is outside the allowable range. In this case, "YES" is determined in the step S216, and the step S21
In No. 8, it is determined to be "NO", and the program proceeds to step S
238. In step S238, it is determined whether the slip angle α of the front tire FT is less than or equal to the allowable slip angle −αz of the left front tire FT. Here, the slip angle α is the allowable slip angle −αz
Below, that is, if the slip angle α is excessively leftward, it is determined to be "YES" in step S238, and the process proceeds to step S240.

In step S240, the front tire F
From the absolute value | α | of the slip angle α of T to the allowable slip angle α
A value obtained by adding the value obtained by subtracting z and the actual turning angle θ is set as the target turning angle Cn. This is because the slip angle α of the front tire FT is excessive in the leftward direction. Therefore, in order to correct the slip angle of the front tire FT in the leftward direction, which is excessively large in the leftward direction, a correction value (| α | -Αz) is added to correct the target steered angle Cn to the right. In this case, since the actual steering angle θ due to the output of the steering mechanism 72 is directly corrected based on the slip angle α and the allowable slip angle αz of the front tire FT, it is necessary to add a coefficient such as the counter steer coefficient Kb. There is no.

Then, the program executes step S222.
Proceed to step S222 to determine whether the absolute value | Cn-Cn-p | of the value obtained by subtracting the target turning angle Cn-p from the target turning angle Cn is smaller than the target turning angle change amount guide value ΔC. To judge. Here, if | Cn-Cn-p | is smaller than the target turning angle change amount guide value ΔC, it is determined to be "YES" in step S222, and the following steps S224 to S2 are performed.
After the processing of 30 is performed, the program ends.

Further, the slip angle α of the front tire FT is
Is the allowable slip angle of the left front tire FT-α
When the slip angle α is larger than z, that is, when the slip angle α is larger than the allowable slip angle αz of the right front tire FT, it is determined as "NO" in step S238 and step S238
Proceed to 242. In step S242, the absolute value | α | of the slip angle α of the front tire FT is calculated from the actual turning angle θ.
A value obtained by subtracting the allowable slip angle αz from is subtracted, and the value is set as the target turning angle Cn.

This is because the slip angle α of the front tire FT is excessively rightward, and therefore the slip angle α of the front tire FT excessively rightward is corrected from the actual steering angle θ in order to correct it leftward. The target turning angle Cn is corrected to the left by subtracting the value. Then, the program proceeds to step S222, and if “YES” is determined in step S222, the following steps will be performed in step S224.
The program ends after performing the processing from S230 to S230.

Further, the steps S234, S236 and
Absolute value of the value obtained by subtracting the target turning angle Cn-p from the target turning angle Cn newly calculated by the processing of S240 and S242 | Cn
When -Cn-p | is larger than the target turning angle change amount guide value ΔC, it is determined as "NO" in step S222, and the process proceeds to step S244. In step S244, the damping force correction value S = | Cn-Cn-p | is output to the absorber control device 49. Then, in step S246, the same correction value S = | Cn-Cn-p | as described above is set to the stabilizer controller 50.
Output to. The absorber control device 49 and the stabilizer control device 50 temporarily store the correction value S in the interface circuit.

Next, the program executes step S226.
In step S226, a control signal indicating the difference between the target turning angle Cn and the actual turning angle θ detected by the turning angle sensor 45 is output to the steering control device 51.
The steering control device 51 drives and controls the steering actuator 71 according to the input control signal, and the steering mechanism 72 steers the front tire FT by the operation of the steering actuator 71. As a result, the front tire is
The actual turning angle θ is turned so as to match the target turning angle Cn. Then, after performing the processing of step S228,
Proceeding to step S230, the program ends.

On the other hand, the absorber control device 49 is shown in FIG.
The absorber control program shown in is repeatedly executed every predetermined short time. The execution of this absorber control program is started in step S300, and the absorber control device 49 reads the selected value of the changeover switch 60 in step S302. The selected value of the changeover switch 60 represents one of the three stages of the absorber control system 54 selected by the driver: hard, normal, and soft.

Then, in step S304, the vertical acceleration of the vehicle body detected by each vertical acceleration sensor 59a, 59b, 59c, 59d is input. Then, in step S306, the vertical acceleration sensor 59
Based on the detected values of a, 59b, 59c, and 59d, the absorber control device 49 causes each shock absorber 57a,
The target damping force X of 57b is calculated. in this case,
For example, the target damping force X is set to a larger value as the vertical acceleration increases. This target damping force X
In the calculation of, the vertical acceleration sensors 59a, 59b,
The selection value of the changeover switch 60 is added to the detection values of 59c and 59d.

Next, in step S308, the correction value S is read. This correction value S is | Cn-Cn-p
|, Which is supplied from the electric control unit 46 and is sequentially stored in the interface circuit in the absorber control unit 49 as described above. And step S
In 310, the value of the target damping force X obtained in the process of step S306, the correction value S, and the counter absorber coefficient K
A value obtained by adding the product value of a and the corrected target damping force Xh is obtained.

Next, at step S312, the absorber valve switching motors 58a, 58b, 58c, 58.
d is drive-controlled in accordance with a control signal representing the corrected target damping force Xh, and shock absorbers 57a and 57b (actually,
The damping force generated by the four shock absorbers) is set as the corrected target damping force Xh. As a result, the vehicle travels while controlling the ground contact load and suppressing rolling. Then, the program is step S31.
Proceed to 4 to finish.

It should be noted that the absorber control device 49 normally uses the selected value of the changeover switch 60 and each vertical acceleration sensor 59.
The absorber valve switching motors 58a, 58b, 58c, 58 are detected by the detected values of a, 59b, 59c, 59d.
When the electric control device 46 supplies the correction value S, the correction target damping force Xh in consideration of the correction value S is calculated. Then, the absorber valve switching motors 58a, 58b, 58c, 58d are independently controlled so that the damping force of each absorber of the absorber control system 54 becomes the respective corrected target damping force Xh.

Further, the stabilizer control device 50 repeatedly executes the stabilizer control program shown in FIG. 15 every predetermined short time. The execution of the stabilizer control program is started in step S400, and the stabilizer control device 50 reads the selected value of the changeover switch 70 in step S402. The selection value of the changeover switch 70 also represents one of the three levels of the stabilizer control system 61 (actuator 67) selected by the driver: hard, normal, and soft.

In step S404, the vertical acceleration of the vehicle body detected by the vertical acceleration sensor 69a and the vertical acceleration sensor 69b is input. Then, in step S406, the vertical acceleration sensor 6
The stabilizer control device 50 calculates the target damping force Y of each actuator 67 of each stabilizer control system 61 based on the detection values of 9a and the vertical acceleration sensor 69b. Also in this case, the target damping force Y is set to a larger value as the vertical acceleration increases, for example. In the calculation of the target damping force Y, the selection value of the changeover switch 70 is added to the detection values of the vertical acceleration sensors 69a and 69b.

Next, in step S408, the correction value S is read. This correction value S is also | Cn-Cn-p
|, Which is supplied from the electric control device 46 and is sequentially stored in the interface circuit in the stabilizer control device 50 as described above. Then, in step S410, a value obtained by adding the value of the target damping force Y obtained in the process of step S406 and the value of the product of the correction value S and the counter stabilizer coefficient Ks is obtained as the corrected target damping force Yh.

In step S412, the actuator valve switching motors 68a and 68b are driven and controlled in accordance with the control signal indicating the corrected target damping force Yh, and the actuator 67 (actually two actuators) of the stabilizer control system 61 is controlled. The damping force generated by the actuator is set as the corrected target damping force Yh. Thereby, the vehicle further suppresses rolling. Then, the program proceeds to step S414 and ends.

The stabilizer control device 50 normally uses the selected value of the changeover switch 70 and the vertical acceleration sensor 69.
The actuator valve switching motors 68a and 68b are independently controlled by the detected values of a and 69b, and when the correction value S is supplied from the electric control device 46, the correction target damping force Yh in consideration of the correction value S is calculated. To do. And
The actuator valve switching motors 68a, 68b are controlled so that the damping force of the stabilizer control system 61 becomes the corrected target damping force Yh.

As described above, according to the above-described steering, absorber and stabilizer control, the tire slip angle α and the vehicle body slip angle β generated in the vehicle become excessive and the vehicle behavior becomes unstable, or becomes unstable. When it is predicted that
A target turning angle Cn that corrects the actual turning angle θ is calculated, and the turning actuator 71 is controlled to drive the turning mechanism 72 so that the target turning angle Cn is generated in the front tire FT. This causes the vehicle to move to the corrected target steered angle Cn.
Accordingly, the tire slip angle α and the vehicle body slip angle β are suppressed to allow stable traveling.

If the target turning angle Cn changes significantly within the predetermined time and becomes larger than the target turning angle change amount guide value ΔC, the electric control unit 46 needs control for rolling prevention. Then, the correction value S is calculated. Then, the calculated correction value S is supplied to the absorber control device 49 and the stabilizer control device 50, and the absorber control device 49 and the stabilizer control device 50 control the absorber control system 54 and the stabilizer control system 61 to suppress rolling of the vehicle. To do. As a result, the vehicle runs while turning leftward or rightward while controlling the ground load of the four wheels to improve stability and preventing rolling.

Further, in this vehicle control device, the actual turning angle θ detected by the turning angle sensor 45, the respective sensors 41,
The target turning angle Cn is calculated based on the vehicle behavior detected by each of 42, 43 and 44, and the steering of the vehicle is controlled by the target turning angle Cn, so that the vehicle is maintained in a more stable state. You can Therefore, safety can be ensured when the vehicle travels. Although the operating member is the rod-shaped operating lever 10 in the above-described embodiment, it may be configured by a ring-shaped handle.

[Brief description of drawings]

FIG. 1 is a schematic perspective view showing an operation lever of a vehicle control device according to an embodiment of the present invention.

FIG. 2 is a schematic perspective view of an operation lever device including the operation lever shown in FIG.

FIG. 3 is a block diagram showing an electric control unit of the vehicle control device.

FIG. 4 is a schematic front view showing a shock absorber provided in the vehicle.

FIG. 5 is a block diagram showing an absorber control unit connected to an electric control device.

FIG. 6 is a schematic perspective view showing a stabilizer provided in the vehicle.

FIG. 7 is a block diagram showing a stabilizer control unit connected to an electric control device.

8 is a flowchart showing vehicle control executed by the CPU shown in FIG.

9 is a flowchart showing another example of vehicle control executed by the CPU shown in FIG.

FIG. 10 is a flowchart following the flowchart shown in FIG.

FIG. 11 is an explanatory diagram for explaining a slip angle of a vehicle body.

FIG. 12 is a graph showing a relationship between a slip angle of a front tire and a cornering force.

FIG. 13 is an explanatory diagram showing a state in which a cornering force is generated in a front tire.

FIG. 14 is a flowchart showing absorber control executed by the absorber control device.

FIG. 15 is a flowchart showing stabilizer control executed by the stabilizer control device.

[Explanation of symbols]

10 ... Operation lever, 20 ... Left-right reaction force generating mechanism, 2
5, 35 ... Electric motor, 26, 36 ... Operation position sensor,
40 ... Electric control part, 41 ... Vehicle speed sensor, 42 ... Longitudinal acceleration sensor, 43 ... Lateral acceleration sensor, 44 ... Yaw rate sensor, 45 ... Steering angle sensor, 46 ... Electric control device, 46
a ... CPU, 46d ... Timer, 47 ... Engine control device, 48 ... Brake control device, 49 ... Absorber control device, 50 ... Stabilizer control device, 51 ... Steering control device, 52 ... Throttle engine system, 53 ...
Brake system, 54 ... Absorber control system, 61 ... Stabilizer control system, 71
... steering actuator, 72 ... steering mechanism.

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F02D 9/02 341 F02D 9/02 341F 3G065 11/02 11/02 Q 3J070 11/04 11/04 C 11 / 10 11/10 U G05G 9/047 G05G 9/047 // B62D 101: 00 B62D 101: 00 111: 00 111: 00 113: 00 113: 00 117: 00 117: 00 119: 00 119: 00 137: 00 137: 00 F-term (reference) 3D030 DB15 DB95 3D032 CC50 DA03 DA09 DA15 DA23 DA25 DA29 DA33 DA36 DA40 EB04 EB12 EC21 3D033 CA11 CA14 CA16 CA17 3D037 EA08 EB03 EB10 3D046 BB21 GG02 GG09 GG10 H65 H25H02H02H25H02H02HHHHHH08 08 FA02 FA06 GA00 GA11 GA46 JA02 JA09 JA11 JA13 KA02 3J070 AA04 BA19 BA41 CB04 CC04 CC05 CC42 CC71 CE01 CE04 DA01 EA11

Claims (9)

[Claims] 1. An operating member which is displaced according to an operation by a driver, a displacement state control mechanism which controls a displacement state of the operating member with respect to an operation of a driver, and a position detecting means which detects a displacement position of the operating member. A driving control means for controlling the driving of the vehicle according to the displacement position of the operating member detected by the position detecting means, an abnormality detecting means for detecting an abnormal movement of the operating member in response to a driver's operation, and the abnormality A vehicle control device comprising: a change control unit that changes a displacement state of the operation member in response to a driver's operation by the displacement state control mechanism when the detection unit detects an abnormal movement of the operation member. 2. An operating member which is displaced in response to an operation by a driver, a displacement state control mechanism which controls a displacement state of the operating member with respect to an operation of a driver, and a position detecting means which detects a displacement position of the operating member. A driving control means for controlling the driving of the vehicle according to the operation position detected by the operation position detection means, an operation speed detection means for detecting the operation speed of the operation member, and the operation speed detection means for the driver. And a change control means for changing the displacement state of the operation member in response to the driver's operation by the displacement state control mechanism when a sudden operation of the operation member is detected by the vehicle control device. 3. An operating member which is displaced according to an operation by a driver, a displacement state control mechanism which controls a displacement state of the operating member with respect to an operation of the driver, and a position detecting means which detects a displacement position of the operating member. A driving control means for controlling the driving of the vehicle according to the operation position detected by the operation position detection means, an operation speed detection means for detecting the operation speed of the operation member, and a detection by the operation speed detection means. And a change control means for changing the displacement state of the operation member in response to the driver's operation by the displacement state control mechanism when the operation speed of the operation member is high. 4. The displacement state control mechanism comprises a reaction force generation mechanism for generating a reaction force to the operation member in accordance with the operation position of the operation member, and the operation member for the driver's operation by the displacement state control mechanism. 4. The vehicle control device according to claim 1, wherein the change of the displacement state of is to increase a reaction force generated by the reaction force generation mechanism with respect to the operation member. 5. A position detecting means for detecting a displacement position of an operating member operated by a driver, a target steering amount calculating means for determining a target steering amount based on the displacement position of the operating member, and the target. A steering control unit that steers the vehicle according to the target steering amount determined by the steering amount calculation unit, a turning state detection unit that detects a turning state of the vehicle, and a vehicle attitude change caused by turning of the vehicle. Control means for controlling the vehicle attitude change by the attitude control means according to the target turning amount determined by the target turning amount calculation means and the vehicle turning state detected by the turning state detecting means. A vehicle control device comprising: a posture changing unit that changes the position. 6. The posture control means comprises a rolling restraint mechanism for restraining rolling of the vehicle, and control of change in vehicle posture by the posture control means controls rolling of the vehicle by controlling the rolling restraint mechanism. The vehicle control device according to claim 5, wherein the control is performed. 7. A position detecting means for detecting a displacement position of an operating member operated by a driver, and a target turning amount determining means for determining a target turning amount based on the displacement position detected by the position detecting means. A turning control means for controlling the turning amount to a target turning amount determined by the target turning amount determining means, a turning state detecting means for detecting a turning state of the vehicle, and a turning state A vehicle control device comprising: a turning amount correcting unit that corrects a target turning amount determined by the target turning amount determining unit according to a turning state detected by a detecting unit. 8. The vehicle control device according to claim 7, wherein the value indicating the turning state of the vehicle is a tire slip angle or a vehicle body slip angle. 9. The vehicle control device according to claim 7, wherein the values indicating the turning state of the vehicle are a tire slip angle and a vehicle body slip angle.