JP2007050756A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To perform highly accurate vehicle control considering tire characteristic or vehicle speed. <P>SOLUTION: The vehicle control system (electronic control device 40) comprises a roll inertia moment computing means computing a roll inertia moment I generated in a vehicle AM based on the roll arm length H, mass M, lateral acceleration Gy, roll rate ψd, roll angular acceleration ψdd, roll angle ψ, roll attenuation C and roll rigidity K of the vehicle AM, and a vehicle control quantity setting means setting a control quantity of a vehicle control means (a pressure change control valve of a hydraulic control means 33) based on the roll inertia moment I computed by the roll inertia moment computing means. The roll inertia moment computing means corrects the roll inertia moment I, at the time of rolling of the vehicle AM, based on cornering powers (normalized cornering powers Cpn) generated in respective wheels 10FL, 10FR, 10RL and 10RR and the vehicle speed V. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle control device that controls a vehicle according to a change in behavior of the vehicle.

  Conventionally, various types of vehicle control devices are known. For example, Patent Document 1 below discloses a vehicle control device that controls a vehicle when the behavior of the vehicle is in a spin state, in a drift-out state, or when the vehicle body is in an abrupt or excessive roll state. In particular, the vehicle behavior control and the steering wheel steering force control in the roll state are described in detail.

  Specifically, in the vehicle control device disclosed in Patent Document 1, the vehicle roll arm length, mass, lateral acceleration, roll rate, roll angular acceleration, roll angle, roll damping, and roll rigidity are generated in the vehicle. The roll inertia moment is calculated, and the behavior control of the vehicle and the steering force control of the steered wheels are performed based on the roll inertia moment. For this reason, according to the vehicle control device of Patent Document 1, the total weight of the vehicle accompanying the change in the number of passengers and the load amount of the load and the height of the center of gravity of the vehicle due to the change in the ride position and the load position of the load are determined. Even if a change occurs, the vehicle behavior control and the like can be performed reliably and appropriately without being affected by the change.

JP 2002-12141 A

  Here, each wheel is deformed when the vehicle turns. This deformation depends on the characteristics of each wheel (that is, tire characteristics) and is also affected by the vehicle speed at the time of turning. Therefore, the amount of deformation differs depending on the tire characteristics and the vehicle speed. The tire characteristics here refer to the cornering power inherent to each wheel. When such deformation occurs, the roll arm length changes with the displacement of the roll center of the vehicle, and the damping coefficient (hereinafter referred to as “roll damping”) of the roll motion of the vehicle also fluctuates. This will affect the motion characteristics of the direction.

  However, in the vehicle control device disclosed in Patent Document 1, tire characteristics (cornering power) and vehicle speed are not taken into consideration when calculating the roll inertia moment. Deviation occurs from the roll inertia moment. And even if vehicle control is executed based on the conventional roll inertia moment that does not take into account the influence of such tire characteristics and the like, highly accurate vehicle control is not performed.

  Accordingly, an object of the present invention is to provide a vehicle control device that can improve the inconveniences of the conventional example and perform highly accurate vehicle control in consideration of tire characteristics and vehicle speed.

  In order to achieve the above object, according to the first aspect of the present invention, the roll inertia generated in the vehicle based on the roll arm length, mass, lateral acceleration, roll rate, roll angular acceleration, roll angle, roll damping and roll rigidity of the vehicle. In a vehicle control device comprising: a roll inertia moment calculating means for calculating a moment; and a vehicle control amount setting means for setting a control amount of the vehicle control means based on the roll inertia moment obtained by the roll inertia moment calculating means. The roll inertia moment calculating means is configured to correct the roll inertia moment based on cornering power and vehicle speed generated at each wheel when the vehicle rolls.

  In the vehicle control device according to claim 1, since the roll inertia moment calculating means obtains an appropriate roll inertia moment in consideration of tire characteristics and vehicle speed, the control amount of the vehicle control means obtained based on the appropriate roll inertia moment is determined. In addition, the tire characteristics and the like are appropriate, so that the vehicle control means can execute highly accurate vehicle control without being affected by the tire characteristics and the like.

  In order to achieve the above object, according to a second aspect of the present invention, in the vehicle control device of the first aspect, the roll inertia moment calculating means calculates the roll inertia moment by correcting the roll damping based on the cornering power and the vehicle speed. Is configured to do.

  Here, the roll damping C used when calculating the roll inertia moment varies depending on the tire characteristics and the vehicle speed. Therefore, as in the vehicle control device according to claim 2, by correcting the roll damping based on the cornering power and the vehicle speed, it is possible to obtain the roll inertia moment considering further appropriate tire characteristics and vehicle speed. The control amount of the means is also more appropriate in consideration of the tire characteristics and the like, so that the vehicle control means can execute more accurate vehicle control without being affected by the tire characteristics or the like.

  According to the vehicle control device of the present invention, a change in the total weight of the vehicle due to a change in the number of passengers and the load amount of the load and a change in the height of the center of gravity of the vehicle due to a change in the ride position and the load position of the load occur. In addition, it is possible to execute reliable and appropriate vehicle control as before without being affected by this, and to perform highly accurate vehicle control that is not affected by tire characteristics or vehicle speed.

  Embodiments of a vehicle control device according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

  A vehicle control apparatus according to a first embodiment of the present invention will be described with reference to FIGS.

  First, a vehicle to which the vehicle control device of the first embodiment is applied will be described with reference to FIG.

  The symbol AM in FIG. 1 represents the vehicle exemplified in the first embodiment. The vehicle AM illustrated here is a so-called FR (Front engine Rear drive) vehicle, in which the left and right front wheels 10FL, 10FR are used as steering wheels, and the power of a motor (not shown) is transmitted to the left and right rear wheels 10RL, 10RR. Drive wheels.

  In the vehicle AM of the first embodiment, tie rods 20L, 20R are connected to the left and right front wheels 10FL, 10FR, respectively, and so-called rack and pinion type power steering devices 21 are connected to the tie rods 20L, 20R. It is connected. The power steering device 21 is driven in accordance with the steering operation of the steering wheel 22 by the driver to operate the tie rods 20L and 20R. For this reason, when the driver steers the steering wheel 22, the left and right front wheels 10FL and 10FR are steered via the power steering device 21 and the respective tie rods 20L and 20R at a turning angle corresponding to the steering operation. Be made.

  Further, the vehicle AM of the first embodiment is provided with a braking device 30 that controls the braking force of each of the wheels 10FL, 10FR, 10RL, and 10RR. For example, the braking device 30 of the first embodiment includes braking means 31FL, 31FR, 31RL, 31RR including calipers, disk rotors, and the like disposed on the wheels 10FL, 10FR, 10RL, 10RR, and the braking means 31FL, The driver controls the hydraulic pipes 32FL, 32FR, 32RL, and 32RR that supply hydraulic pressure to the calipers of 31FR, 31RL, and 31RR, the hydraulic pressure control means 33 that controls the hydraulic pressures of these hydraulic pipes 32FL, 32FR, 32RL, and 32RR, respectively. A brake pedal 34 that is operated when power is generated, and a master cylinder 35 that is driven in response to a depression operation of the brake pedal 34 by the driver are provided.

  Here, the hydraulic control means 33 includes an oil reservoir, an oil pump, various valve devices such as an increase / decrease control valve for increasing / decreasing the hydraulic pressure of each of the hydraulic pipes 32FL, 32FR, 32RL, 32RR. Has been. The pressure increasing / decreasing control valve of the first embodiment is normally controlled by the master cylinder 35 to adjust the hydraulic pressure of the caliper in each of the braking means 31FL, 31FR, 31RL, 31RR. On the other hand, as will be described later, this pressure increase / decrease control valve is also duty ratio controlled by an electronic control unit (ECU) 40 as necessary, and adjusts the hydraulic pressure of the caliper in each braking means 31FL, 31FR, 31RL, 31RR, respectively. Do.

  Furthermore, the vehicle AM of the first embodiment is provided with various sensors as described below, and detection signals from the various sensors are input to the electronic control unit 40.

  For example, wheel speed sensors 51FL, 51FR, 51RL, 51RR for detecting the respective wheel speeds Vwi (i = fr, fl, rr, rl) are arranged on the respective wheels 10FL, 10FR, 10RL, 10RR. A steering angle sensor 52 that detects the steering angle θ is disposed on a steering column (not shown) to which the steering wheel 22 is connected.

  Further, as shown in FIG. 1, a yaw rate sensor 53 for detecting the yaw rate γ of the vehicle AM, a roll rate sensor 54 for detecting the roll rate φd of the vehicle AM, a longitudinal acceleration sensor 55 for detecting the longitudinal acceleration Gx of the vehicle AM, and the vehicle AM. A lateral acceleration sensor 56 for detecting the lateral acceleration Gy and a vehicle speed sensor 57 for detecting the vehicle speed V of the vehicle AM are provided.

  The steering angle sensor 52, the yaw rate sensor 53, and the lateral acceleration sensor 56 of the first embodiment described above detect the steering angle θ, the yaw rate γ, and the lateral acceleration Gy, respectively, with the left turning direction of the vehicle AM being positive.

  Here, although not shown, the electronic control device 40 includes a microcomputer having a general configuration in which, for example, a CPU, a ROM, a RAM, and an input / output port device are connected to each other via a bidirectional common bus. Various controls are executed based on the detection signals of the various sensors described above.

  For example, as will be described later, the electronic control unit 40 determines the behavior of the vehicle AM based on detection signals from various sensors, and suppresses the undesirable behavior according to the behavior status when the behavior is undesirable. The control amount of the vehicle control means is obtained, and the control of the vehicle control means is executed based on this control amount.

  In the first embodiment, the above-described pressure increase / decrease control valve of the hydraulic pressure control means 33 is used as a vehicle control means, and the control amount of this pressure increase / decrease control valve needs to be applied with braking force in order to suppress undesirable behavior. On the basis of the output target value Fat of the braking force for behavior control for a simple wheel (hereinafter referred to as “control wheel”), the calculation is performed as described later. Therefore, the vehicle control device of the first embodiment is prepared as a vehicle behavior control device that controls the behavior of the vehicle AM according to the behavior of the vehicle AM, and is configured as one of the control functions in the electronic control device 40. .

  By the way, the output target value Fat of the braking force for behavior control described above may be obtained by any method, and for this reason, it can be obtained by using a calculation method known in this technical field.

  For example, the electronic control unit 40 here calculates a spin state quantity SS indicating the degree of spin of the vehicle AM and a drift-out state quantity DS indicating the degree of drift-out of the vehicle AM based on the running state of the vehicle AM, Based on these spin state quantity SS and drift-out state quantity DS, a target braking force Fsat for controlling the turning behavior is calculated. On the other hand, the electronic control unit 40 calculates a roll evaluation value RV indicating the degree and direction of the roll of the vehicle body, and calculates a target braking force Frat for roll suppression control based on the absolute value of the roll evaluation value RV. Then, the electronic control unit 40 compares the target braking force Fsat for turning behavior control and the target braking force Frat for roll suppression control which are respectively obtained, and the larger one of them is determined as the braking force for behavior control. Set as output target value Fat.

  The electronic control unit 40 according to the first embodiment performs behavior control of the vehicle AM using the output target value Fat of the braking force for behavior control. However, the vehicle AM is used in various situations, and the number of passengers and the load capacity of the vehicle, as well as the boarding position of the passenger and the load position of the baggage vary depending on the use status, so the total weight of the vehicle AM The center-of-gravity height changes due to fluctuations, fluctuations in boarding position, etc., and the motion characteristics in the roll direction change. For this reason, even if the behavior control of the vehicle AM is executed with the output target value Fat that does not take into account such a change in the motion characteristics in the roll direction, the behavior may not be effectively stabilized. Therefore, based on the roll inertia moment I of the vehicle AM obtained as follows so that effective behavior control can be performed without being affected by fluctuations in the number of passengers and the load capacity of the luggage, fluctuations in the boarding position and the load position of the luggage. The output target value Fat of the braking force for behavior control is corrected.

  In general, the following equation 1 is established as an equation of motion in the roll direction of the vehicle AM, and the following equation 2 for deriving the roll inertia moment I of the vehicle AM can be obtained by converting the equation 1.

  In the expressions 1 and 2, “φdd” represents the roll angular acceleration of the vehicle AM, “φd” represents the roll rate of the vehicle AM, and “φ” represents the roll angle of the vehicle AM. In Equations 1 and 2, “C” and “K” respectively represent the roll attenuation and spring constant (that is, roll stiffness) of the vehicle AM, and “H” represents the roll center of the vehicle AM and the vehicle AM. This represents the distance from the center of gravity (hereinafter referred to as “roll arm length”), “M” represents the mass of the vehicle AM, and “Gy” represents the lateral acceleration of the vehicle AM.

  Therefore, if the roll angular acceleration φdd, the roll rate φd, the roll angle φ, and the lateral acceleration Gy of the vehicle AM are known, the electronic control unit 40 according to the first embodiment uses the formula 2 to calculate the roll inertia moment I of the vehicle AM. Arithmetic can be performed.

  Here, since the roll rate sensor 54 is provided in the vehicle AM of the first embodiment as described above, the electronic control unit 40 obtains information on the roll rate φd from the detection signal of the roll rate sensor 54. Can do. For this reason, the electronic control unit 40 of the first embodiment can obtain the roll angular acceleration φdd by differentiating the roll rate φd, and obtain the roll angle φ by integrating the roll rate φd. Can do. Further, since the lateral acceleration sensor 56 is provided in the vehicle AM of the first embodiment, the lateral acceleration Gy can be obtained from the detection signal of the lateral acceleration sensor 56.

  By the way, as described above, when the vehicle AM turns, the wheels 10FL, 10FR, 10RL, and 10RR are deformed under the influence of tire characteristics (cornering power Cp) and the vehicle speed V, and the roll center of the vehicle AM is displaced. Along with this, the roll arm length H changes, and the roll damping C also changes, affecting the motion characteristics in the roll direction. For this reason, an appropriate roll moment of inertia I of the vehicle AM cannot be derived without considering the effects of the tire characteristics and the vehicle speed V, and is obtained from the above equation 2 that does not take into account the effects of such tire characteristics and the like. Even if the output target value Fat of the braking force for behavior control is corrected based on the roll inertia moment I and the behavior control of the vehicle AM is executed using this, the behavior of the vehicle AM cannot be stabilized effectively. .

  Therefore, in the first embodiment, an appropriate roll inertia moment I in consideration of the effects of the tire characteristics and the vehicle speed V is obtained using the following formula 3. The vehicle AM of the first embodiment will be described assuming that wheels 10FL, 10FR, 10RL, and 10RR of the same size and the same product are mounted.

  “ΔI” in Expression 3 is a correction value of the roll inertia moment that varies due to tire characteristics and the vehicle speed V (hereinafter referred to as “roll inertia moment correction value”), and is obtained using Expression 4 below. . For example, the roll inertia moment correction value ΔI temporarily increases as the vehicle speed V increases as shown in FIG. 2, and decreases as the vehicle speed V decreases after exceeding a certain vehicle speed.

  Here, as described above, the roll attenuation C changes due to the influence of the tire characteristics and the vehicle speed V. As the roll attenuation C in the equation 4, a standard prepared in advance for the first time after the calculation is started. The value Co (constant) is used, and thereafter, the roll attenuation C after the correction is used every time the roll attenuation C is corrected based on the roll attenuation fluctuation value ΔC of Equation 10 described later. In other words, the electronic control unit 40 substitutes the standard value Co into Equation 4 if the roll attenuation C is not corrected even once during turning, and if the roll attenuation C is corrected even once, the electronic control device 40 calculates the latest corrected roll attenuation C. 4 is configured to be substituted. For example, the standard value Co may be defined as a constant specific to the vehicle AM, or may be a variable corresponding to the vehicle speed V, lateral acceleration Gy, corner radius of curvature, etc. during turning. .

In the equation 4, the roll inertia moment I is substituted when determining the roll inertia moment correction value ΔI. The roll inertia moment I used here is a standard prepared in advance for the first time after the calculation is started. It is assumed that the value Io (constant) is used, and thereafter, the roll inertia moment I after the calculation is used every time the roll inertia moment I is calculated from Equation 3 described above. That is, the electronic control unit 40 substitutes the standard value Io into Equation 4 if the roll inertia moment I has not been calculated even once during turning, and if the roll inertia moment I has been calculated even once, the latest roll inertia moment I is expressed by Equation 4. To be assigned to. For example, here, the standard value Io (= H ² M) obtained from the roll arm length H and the mass M of the vehicle AM is used.

  Furthermore, “Cpn” in Equation 4 is a normalized cornering power Cp of each of the wheels 10FL, 10FR, 10RL, and 10RR (hereinafter referred to as “normalized cornering power”).

  Here, the cornering power Cp is the ratio of the cornering force Cf that increases with an increase in the slip angle β of the wheels 10FL, 10FR, 10RL, 10RR. Have. That is, the cornering power Cp is a parameter representing tire characteristics.

  However, the cornering power Cp during turning is not necessarily constant in all the wheels 10FL, 10FR, 10RL, 10RR, and the vertical load on the turning outer wheel side increases while the vertical load on the turning inner wheel side decreases due to load movement accompanying the roll. As a result, the cornering power Cp of the turning outer wheel increases and the cornering power Cp inside the turning decreases. Further, depending on the driving state of the vehicle AM, such as whether the brake is on or the accelerator is on when turning, between the front wheels 10FL, 10FR and the rear wheels 10RL, 10RR due to pitching or yaw change (specifically, The load movement also occurs between the outer turning front wheel and the inner turning outer wheel and between the turning inner front wheel and the turning inner rear wheel. Furthermore, in the first place, in the general vehicle AM, the axial loads on the front wheels 10FL, 10FR side and the rear wheels 10RL, 10RR side are not completely equal when stationary.

  For this reason, the cornering power Cp of each of the wheels 10FL, 10FR, 10RL, and 10RR varies when turning, and obtaining the different cornering power Cp when calculating the roll inertia moment correction value ΔI is a matter of calculation processing speed. It is not preferable from the viewpoint of reduction or the like.

  Accordingly, in the first embodiment, as shown in the above-described Expression 4, normalized cornering power Cpn obtained by normalizing the variation of the cornering power Cp in each of the wheels 10FL, 10FR, 10RL, and 10RR is obtained, and this is obtained. The roll inertia moment correction value ΔI is calculated as equivalent to the cornering power Cp of the wheels 10FL, 10FR, 10RL, and 10RR.

For example, the normalized cornering power Cpn can be expressed by the following simplified formula 6 using the cornering power Cp _{all for} four wheels and the mass M of the vehicle AM.

Here, when it is assumed that the slip angles β of all the wheels 10FL, 10FR, 10RL, and 10RR are constant, the cornering power Cp _all for the four wheels in the above equation 6 and the cornering force Cf _{all for the} four wheels and the slip Using the angle β, it can be simply expressed as shown in Equation 7 below. By substituting this into Equation 6, the normalized cornering power Cpn can be obtained using Equation 8 below.

That is, the normalized cornering power Cpn can be calculated using Equation 8 if the lateral acceleration Gy (= Cf _all / M · g) and the slip angle β of the vehicle AM are known. The lateral acceleration Gy at the time of the calculation can be obtained from the detection signal of the lateral acceleration sensor 56 as described above.

  On the other hand, the slip angle β may be obtained using any method such as a calculation method known in the art. For example, the slip angle β can be obtained using the following Equation 9.

  Here, the lateral acceleration Gy and the yaw rate γ in Equation 9 can be acquired from the lateral acceleration sensor 56 and the yaw rate sensor 53, respectively. In addition, “Vx” in Expression 9 represents the longitudinal speed of the vehicle AM, but the longitudinal speed Vx can be approximated by the vehicle speed V and can be obtained from the detection signal of the vehicle speed sensor 57.

  In the first embodiment, it is assumed that the normalized cornering power Cpn is obtained as described above, and the calculation processing is performed using the normalized cornering power Cpn as a parameter of tire characteristics. The normalized cornering power Cpn is disclosed in, for example, p129 to p134 of “Automotive Technology Society Papers January 1998 vol.29 No.1”.

  As described above, the electronic control unit 40 according to the first embodiment substitutes the detection signals (yaw rate γ, lateral acceleration Gy, and vehicle speed V) of the yaw rate sensor 53, the lateral acceleration sensor 56, and the vehicle speed sensor 57 into the above equation 9. The slip angle β is obtained, and the normalized cornering power Cpn is obtained by substituting the slip angle β and the lateral acceleration Gy into the above equation 8. The electronic control unit 40 includes the normalized cornering power Cpn, the vehicle speed V, the roll damping C (standard value Co or the latest corrected roll damping C), and the roll inertia moment I (standard value Io or the latest roll inertia). The moment I) is substituted into the above equation 4 to calculate the roll inertia moment correction value ΔI. That is, the roll inertia moment correction value ΔI is obtained by detecting the detection signals of the yaw rate sensor 53, the lateral acceleration sensor 56, and the vehicle speed sensor 57, and the roll attenuation C (standard value Co or the latest corrected roll attenuation C) and roll It can be obtained by reading the inertia moment I (standard value Io or latest roll inertia moment I).

  As described above, in the first embodiment, the roll inertia moment correction value ΔI is calculated using the above-described various calculation formulas (Formulas 4, 8, and 9), and this is substituted into the formula 3 to obtain tire characteristics. In addition, since an appropriate roll inertia moment I in consideration of the influence of the vehicle speed V can be obtained, the behavior of the vehicle AM can be controlled with high accuracy as will be described later. However, as described above, the roll damping C also fluctuates due to the influence of the tire characteristics and the like. Therefore, by optimizing the roll damping C, the roll inertia moment I can be calculated more appropriately. By using I, the behavior of the vehicle AM can be controlled with higher accuracy.

  Therefore, in the first embodiment, a fluctuation value (hereinafter, referred to as “roll damping fluctuation value”) ΔC of the roll attenuation C is obtained from the following formula 10, and this is obtained as the currently held roll attenuation C. The roll attenuation C is corrected by taking into account the tire characteristics and the like. For example, as shown in FIG. 3, the roll damping fluctuation value ΔC once increases as the vehicle speed V increases, and decreases when the vehicle speed V is exceeded.

  Here, the electronic control unit 40 according to the first embodiment obtains the normalized cornering power Cpn in the same manner as the calculation of the roll inertia moment correction value ΔI described above, and the normalized cornering power Cpn, vehicle speed V, roll The roll damping fluctuation value ΔC is calculated by substituting the damping C (standard value Co or the latest corrected roll damping C) and the roll inertia moment I (standard value Io or the latest roll inertia moment I) into the above equation 10. . That is, the roll damping fluctuation value ΔC is obtained from the detection signals of the yaw rate sensor 53, the lateral acceleration sensor 56, and the vehicle speed sensor 57 in the same manner as the roll inertia moment correction value ΔI, and the roll damping C (standard value Co or the latest value) is obtained. It can be obtained by reading the corrected roll damping C) and roll inertia moment I (standard value Io or latest roll inertia moment I).

  The electronic control unit 40 according to the first embodiment corrects the output target value Fat of the braking force for behavior control based on the roll inertia moment I obtained as described above. Specifically, a correction coefficient K1 corresponding to the roll inertia moment I is obtained, and the output target value Fat is corrected by multiplying the correction coefficient K1 by the output target value Fat set as described above. For example, in the first embodiment, in order to obtain the correction coefficient K1, a map corresponding to the graph of FIG. 4 showing the correspondence relationship between the roll inertia moment I and the correction coefficient K1 is prepared in advance.

  The electronic control unit 40 according to the first embodiment executes behavior control of the vehicle AM based on the corrected output target value Fat of the behavior control braking force. This behavior control may be executed using any method such as a control method known in the art.

  For example, the electronic control unit 40 here calculates the target slip ratio Rst of the control wheel based on the corrected output target value Fat of the behavior control braking force. Based on the target slip rate Rst, the control wheel pressure increase / decrease control valve is controlled, and the braking force of the control wheel is controlled so that the slip rate of the control wheel becomes the target slip rate Rst. In this way, the electronic control unit 40 performs behavior control that stabilizes the behavior of the vehicle AM.

  Here, the control wheel which is the control object at the time of the behavior control is set as follows.

  For example, when the behavior of the vehicle AM is spin, the turning outer front wheel 10FL (or 10FR) becomes a control wheel, and the vehicle AM is decelerated by executing the behavior control on the control wheel 10FL (or 10FR). In addition, a yaw moment in the spin suppression direction is applied to the vehicle AM, and spin is suppressed. Further, when the behavior of the vehicle AM is a drift-out, the left and right rear wheels 10RL, 10RR or the left and right rear wheels 10RL, 10RR and the turning outer front wheel 10FL (or 10FR) serve as control wheels, and the behavior described above with respect to this control wheel. By executing the control, the vehicle AM is decelerated and a yaw moment in the turning assist direction is applied to the vehicle AM, thereby suppressing drift-out. Further, when the behavior of the vehicle AM is excessive roll, the left and right rear wheels 10RL, 10RR and the turning outer front wheel 10FL (or 10FR) serve as control wheels, and the above-mentioned control wheels 10RL, 10RR, 10FL (or 10FR) By executing the behavior control, the vehicle AM is decelerated and the turning radius of the vehicle AM is increased, whereby the centrifugal force acting on the vehicle AM is reduced and the roll of the vehicle body is suppressed.

  Hereinafter, the operation of the vehicle control device according to the first embodiment (calculation of roll inertia moment I and behavior control routine) will be described with reference to the flowchart of FIG. The control in such a case is started by closing an ignition switch (not shown), and is repeatedly executed every predetermined time.

  First, the electronic control unit 40 according to the first embodiment reads signals from the various sensors described above. (Step ST10).

  The electronic control unit 40 determines whether or not the absolute value of the lateral acceleration Gy of the vehicle AM read in step ST10 is greater than or equal to a predetermined threshold value Gyo (positive constant) (step ST20), and an affirmative determination is made. If YES, the process proceeds to step ST30. If a negative determination is made, the process proceeds to step ST100.

  If an affirmative determination is made in step ST20, the electronic control unit 40 calculates the roll angular acceleration φdd of the vehicle AM by differentiating the roll rate φd of the vehicle AM read in step ST10 (step ST20). ST30) Further, the roll rate φd of the vehicle AM is calculated by integrating the roll rate φd (step ST40).

  Thereafter, the electronic control unit 40 calculates the roll inertia moment correction value ΔI and the roll damping fluctuation value ΔC using the above-described equations 4 and 10 (step ST50). At this time, the electronic control unit 40 reads the yaw rate γ, lateral acceleration Gy, and vehicle speed V of the vehicle AM read in step ST10, the roll damping C (standard value Co or the latest corrected roll damping C), and roll inertia. By substituting the moment I (standard value Io or the latest roll inertia moment I) into the equations 4 and 10, respectively, the roll inertia moment correction value ΔI and the roll damping fluctuation value ΔC are obtained.

  The electronic control unit 40 corrects the roll attenuation C using the roll attenuation fluctuation value ΔC (step ST60). For example, if the roll attenuation C has not been corrected at all, the standard value Co and the roll attenuation fluctuation value ΔC are added. If the roll attenuation C has been corrected even once, the latest corrected roll attenuation C and roll attenuation fluctuation value ΔC are added. And add.

  The electronic control unit 40 then reads the lateral acceleration Gy and roll rate φd of the vehicle AM read in step ST10, and the roll angular acceleration φdd, roll angle φ, and roll inertia moment of the vehicle AM calculated in steps ST30 to ST60. The roll inertia moment I of the vehicle AM is calculated by substituting the correction value ΔI and the roll damping C into the above-described equation 3 (step ST70). Since step ST70 is executed only when the absolute value of the lateral acceleration Gy of the vehicle AM is equal to or greater than Gyo, the roll angular acceleration φdd is basically not 0, but the roll angular acceleration φdd is If it is 0, the process proceeds to step ST100 as it is without calculating the roll inertia moment I in step ST70.

  The electronic control unit 40 determines whether or not N or more roll inertia moments I of the vehicle AM have been calculated from when the ignition switch (not shown) is closed to the present (step ST80), and an affirmative determination is made. If YES, the process proceeds to step ST90, and if a negative determination is made, the process proceeds to step ST100.

  If an affirmative determination is made in step ST80, the electronic control unit 40 deletes data of roll inertia moments I other than the latest N, and averages the latest N roll inertia moments I. The value is calculated, and this average value is set as the roll inertia moment I (step ST90).

On the other hand, if a negative determination is made in step ST80, or if a negative determination is made in step ST20, or if the roll angular acceleration φdd is 0, the electronic control unit 40 is prepared in advance. The roll inertia moment standard value Io (constant) is set as the roll inertia moment I (step ST100). For example, here, the standard value Io (= H ² M) obtained from the roll arm length H and the mass M of the vehicle AM is used.

  Subsequently, the electronic control unit 40 according to the first embodiment performs a graph based on the roll inertia moment I so that the correction coefficient K1 described above increases as the roll inertia moment I set in step ST90 or step ST100 increases. The correction coefficient K1 is calculated from the map corresponding to the graph shown in FIG. 4 (step ST110).

  Then, as described above, the electronic control unit 40 calculates the spin state amount SS and the like, determines the behavior of the vehicle AM based on the spin state amount SS and the like, and if the behavior is an undesirable behavior, An output target value Fat of the behavior control braking force for each control wheel is calculated according to the state quantity SS and the like (step ST120).

  The electronic control unit 40 corrects the output target value Fat of the behavior control braking force by multiplying the output target value Fat obtained in step ST120 by the correction coefficient K1 obtained in step ST110 (step ST130). Then, based on the corrected output target value Fat, the braking force control to the control wheel is executed (step ST140). In step ST140, the target slip ratio Rst of the control wheel is calculated based on the corrected output target value Fat, and the hydraulic control means 33 is controlled so that the slip ratio of the control wheel becomes the target slip ratio Rst. As a result, a braking force corresponding to the corrected output target value Fat is applied to the control wheel, and the behavior of the vehicle AM is controlled in a stable direction.

  As described above, the vehicle control apparatus according to the first embodiment repeats the calculation of the roll inertia moment I of the vehicle AM using the lateral acceleration Gy, the roll angular acceleration φdd, the roll rate φd, and the roll angle φ during turning as main information. The average value of the latest N roll inertia moments I among them is set as the roll inertia moment I used for behavior control. Then, the output target value Fat of the behavior control braking force is corrected so that the larger the set roll inertia moment I is, the behavior control of the vehicle AM is executed based on the corrected output target value Fat.

  For this reason, according to the first embodiment, when the set roll inertia moment I is large (that is, the deterioration of the behavior of the vehicle AM is likely to occur rapidly), a control amount that is so large that the event is likely to occur (that is, after correction). Because the behavior control such as spin suppression can be performed with a large output target value Fat), the fluctuation of the total weight of the vehicle AM and the fluctuation of the boarding position and the loading position of the luggage due to the change of the number of passengers and the loading capacity of the luggage Accordingly, even if a change in the height of the center of gravity of the vehicle AM occurs, the behavior of the vehicle AM can be reliably and appropriately stabilized without being affected by this. That is, the vehicle control apparatus according to the first embodiment reliably and appropriately moves the behavior of the vehicle AM in a stable direction without being affected by changes in the number of passengers and the load amount of the load, and changes in the ride position and the load position of the load. Can be controlled.

  In the first embodiment, the roll inertia moment I is optimized by using the roll inertia moment correction value ΔI and the roll damping fluctuation value ΔC obtained from the normalized cornering power Cpn, the vehicle speed V, and the like. That is, according to the first embodiment, it is possible to calculate an appropriate roll inertia moment I in consideration of the effects of the tire characteristics and the vehicle speed V. For this reason, the behavior of the vehicle AM is controlled in a stable direction with high accuracy by executing the behavior control of the vehicle AM using an appropriate roll inertia moment I in consideration of the effects of the tire characteristics and the vehicle speed V. can do.

  Further, in the first embodiment, first, it is determined whether or not the absolute value of the lateral acceleration Gy of the vehicle AM is equal to or greater than Gyo, and the roll inertia moment I of the vehicle AM is calculated only when an affirmative determination is made. Since the process is performed, the roll inertia moment I can be calculated with higher accuracy than in the case where such determination is not performed. This is the same in other embodiments 2 and 3 to be described later.

  In the first embodiment, the average value of the latest N calculated roll inertia moments I is set as the roll inertia moment I for behavior control, while the calculated roll inertia moment I is N or more. Since the standard value Io is set as the roll inertia moment I for behavior control when there is not, the possibility that the roll inertia moment I will instantaneously become a singular value is reduced as compared with the case where the average calculation is not performed. can do. This is the same in other embodiments 2 and 3 to be described later.

  In the first embodiment, the behavior control of the vehicle AM is executed with a larger control amount as the set roll inertia moment I is larger. For example, a vehicle based on the spin state amount SS or the like is used. The behavior determination threshold may be set to be smaller as the roll inertia moment I is larger, and the behavior control start timing may be earlier as the roll inertia moment I is larger. Further, the behavior control end judgment threshold based on the spin state amount SS and the like is set so as to decrease as the roll inertia moment I increases, and the behavior control end timing is delayed as the roll inertia moment I increases. You may control so that continuation time of this may become long.

  Further, the spin state amount SS and the like are corrected in accordance with the roll inertia moment I so as to increase as the set roll inertia moment I increases. As the roll inertia moment I increases, the behavior control start time is advanced and the control is increased. The behavior control may be executed with the amount, and the duration of the behavior control may be controlled to be longer as the roll inertia moment I is larger.

  Next, a second embodiment of the vehicle control device according to the present invention will be described with reference to FIGS.

  In the second embodiment, the behavior control of the vehicle AM is executed based on the roll inertia moment I set in the same manner as in the first embodiment. The behavior control is performed on the suspension (shock absorber and air spring). The suspension is used as a vehicle control means, and the damping coefficient of the shock absorber and the spring constant of the air spring are calculated as control amounts of the vehicle control means. That is, the vehicle control apparatus according to the second embodiment is a suspension control apparatus that improves the steering stability of the vehicle AM while ensuring the riding comfort of the vehicle AM by controlling the damping coefficient of the shock absorber and the spring constant of the air spring. As prepared. For this reason, the vehicle AM of the second embodiment has the following configuration with respect to the first embodiment, as shown in FIG.

  First, the vehicle AM of the second embodiment is provided with variable damping force type shock absorbers 60FL, 60FR and variable spring constant type air springs 61FL, 61FR on the left and right front wheels 10FL, 10FR, respectively. Similarly, the left and right rear wheels 10RL, 10RR are provided with variable damping force type shock absorbers 60RL, 60RR and variable spring constant type air springs 61RL, 61RR, respectively.

  Here, the damping coefficients of the shock absorbers 60FL, 60FR, 60RL, and 60RR are the thresholds Gxc1 to Gxcn and Gyc1 to Gycn (n: positive) for the longitudinal force Gx or the lateral acceleration Gy of the vehicle AM, respectively. The appropriate value is determined depending on whether or not it is greater than or equal to a certain integer), and is controlled in multiple stages by the electronic control unit (ECU) 41 so that the larger the magnitude of the longitudinal acceleration Gx or the lateral acceleration Gy, the higher the value. The

  The spring constants of the air springs 61FL, 61FR, 61RL, 61RR are high spring constants when the longitudinal acceleration Gx or the lateral acceleration Gy of the vehicle AM is greater than or equal to the spring constant control thresholds Gxs, Gys, respectively. The electronic control unit 41 is controlled in two steps of high and low.

  Further, the electronic control unit 41 according to the second embodiment is configured to calculate and set the roll inertia moment I in the same manner as in the first embodiment, and the shock absorber is based on the set roll inertia moment I. The behavior control of the vehicle AM is executed by controlling the damping force of 60FL, 60FR, 60RL, 60RR and the spring constant of the air springs 61FL, 61FR, 61RL, 61RR.

  Hereinafter, the operation of the vehicle control device according to the second embodiment (calculation of roll inertia moment I and behavior control routine) will be described with reference to the flowchart of FIG. Note that the processing operations (steps ST10 to ST100) until the roll inertia moment I is set are performed in the same manner as steps ST10 to ST100 of the first embodiment, and thus description thereof is omitted here.

  First, the electronic control unit 41 according to the second embodiment, based on the roll inertia moment I set in step ST90 or step ST100, the above-described damping force control thresholds Gxc1 to Gxcn, Gyc1 to Gycn and the spring constant control threshold Gxs. , Gys are set (step ST210). Specifically, as the set roll inertia moment I is increased, the damping force control threshold values Gxc1 to Gxcn and Gyc1 to Gycn are decreased and increased, and as the roll inertia moment I is increased, the spring constant control is performed. These are increased or decreased so that the threshold values Gxs and Gys become smaller.

  The electronic control device 41 compares the longitudinal acceleration Gx of the vehicle AM read in step ST10 with the damping force control threshold values Gxc1 to Gxcn set in step ST210, and also the side of the vehicle AM read in step ST10. The acceleration Gy is compared with the damping force control threshold values Gyc1 to Gycn set in step ST210, and the higher value of the damping coefficient determined by each is set as the target damping coefficient (step ST220). That is, the electronic control unit 41 controls the damping coefficients of the respective shock absorbers 60FL, 60FR, 60RL, 60RR so as to obtain the target damping coefficient, whereby the wheels 10FL, 10FR, 10RL, 10RR are controlled. A damping force is controlled (step ST230). That is, in the second embodiment, the control is performed so that the target damping coefficient of each shock absorber 60FL, 60FR, 60RL, 60RR increases as the roll inertia moment I increases.

  The electronic control unit 41 compares the longitudinal acceleration Gx of the vehicle AM with the spring constant control threshold value Gxs set at step ST210, and the lateral acceleration Gy of the vehicle AM and the spring constant set at step ST210. The control threshold value Gys is compared, and the higher value of the spring constant determined by each is set as the target spring constant (step ST240). Then, the electronic control unit 41 controls the spring constants of the air springs 61FL, 61FR, 61RL, 61RR so that the target spring constant is reached (step ST250). That is, in the second embodiment, when the roll inertia moment I is large, the spring constants of the air springs 61FL, 61FR, 61RL, 61RR are controlled to be higher than when the roll inertia moment I is small.

  In this manner, the vehicle control apparatus according to the second embodiment uses the target damping coefficient corresponding to the roll inertia moment I as the damping coefficient of each shock absorber 60FL, 60FR, 60RL, 60RR at each wheel 10FL, 10FR, 10RL, 10RR. Further, the spring constants of the air springs 61FL, 61FR, 61RL, 61RR are set to target spring constants corresponding to the roll inertia moment I, and the behavior of the vehicle AM is controlled in a stable direction.

  As described above, the vehicle control apparatus according to the second embodiment is similar to the first embodiment described above in that the vehicle AM has the main information on the lateral acceleration Gy, the roll angular acceleration φdd, the roll rate φd, and the roll angle φ during turning. The calculation of the roll inertia moment I is repeated, and the average value of the latest N roll inertia moments I among them is set as the roll inertia moment I used for behavior control. In the second embodiment, control is performed so that the target damping coefficient of each shock absorber 60FL, 60FR, 60RL, 60RR increases as the set roll inertia moment I increases, and the set roll inertia moment I Control is performed so that the spring constants of the air springs 61FL, 61FR, 61RL, and 61RR are higher when they are larger than when they are smaller.

  For this reason, according to the second embodiment, when the set roll inertia moment I is large (that is, when rolling or pitching of the vehicle AM is likely to occur rapidly), the damping force and the spring constant are quickly increased so as to easily cause such an event. In addition, since the state of high damping force and high spring constant continues for a long time, the fluctuation of the total weight of the vehicle AM and the fluctuation of the boarding position and the loading position of the luggage caused by the change in the number of passengers and the loading capacity of the luggage Even if the accompanying change in the height of the center of gravity of the vehicle AM occurs, it is possible to reliably and appropriately suppress changes in the posture of the vehicle body in the longitudinal direction and the lateral direction. That is, the vehicle control apparatus according to the second embodiment reliably and appropriately moves the behavior of the vehicle AM in a stable direction without being affected by changes in the number of passengers and the load amount of the load, and changes in the ride position and the load position of the load. Can be controlled. Further, according to the second embodiment, it is possible to prevent the damping force and the spring constant from being controlled to be higher than necessary, and to ensure good riding comfort of the vehicle AM.

  Further, in the second embodiment, as in the first embodiment described above, the tire characteristics and the roll inertia moment correction value ΔI and the roll damping fluctuation value ΔC obtained from the normalized cornering power Cpn, the vehicle speed V, and the like are used. An appropriate roll inertia moment I in consideration of the influence of the vehicle speed V can be calculated. Therefore, by executing the behavior control of the vehicle AM using the appropriate roll inertia moment I, the behavior of the vehicle AM can be controlled in a stable direction more reliably and appropriately.

  In the second embodiment, the greater the set roll inertia moment I, the smaller the thresholds Gxc1 to Gxcn and Gyc1 to Gycn for damping force control and the smaller thresholds Gxs and Gys for spring constant control. For example, only one of the threshold values Gxc1 to Gxcn and Gyc1 to Gycn for controlling the damping force or the threshold values Gxs and Gys for controlling the spring constant is variably set according to the roll inertia moment I. May be. Further, the longitudinal acceleration Gx and the lateral acceleration Gy when determining the target damping coefficient or the target spring constant may be corrected so as to increase as the roll inertia moment I increases.

  Next, a third embodiment of the vehicle control device according to the present invention will be described with reference to FIGS.

  In the third embodiment, in the vehicle AM in which the steering force control of the power steering device 21 that generates the steering force with respect to the steered wheels 10FL and 10FR is performed, the assist torque of the steering force applied to the power steering device 21 is described. Ta is controlled on the basis of the roll inertia moment I set in the same manner as in the first embodiment, and the power steering device 21 is used as vehicle control means, and the control torque of the vehicle control means is used to generate assist torque described later. The assist torque Ta of the device 24 is calculated. That is, the vehicle control device according to the third embodiment is prepared as a power steering control device of an electronic control unit (ECU) 42 that performs the steering force control of the power steering device 21 and corresponds to the behavior of the vehicle AM. The assist torque Ta is generated. Therefore, the vehicle AM of the third embodiment has the following configuration with respect to the first embodiment, as shown in FIG.

  First, in the vehicle AM of the third embodiment, an assist torque generating device 24 is provided on a steering shaft 23 that drives and connects the steering wheel 22 and the power steering device 21. The assist torque generator 24 generates an assist torque Ta to be applied to the power steering device 21 to the steering shaft 23. The steering torque Ts detected from the torque sensor 58 provided on the steering shaft 23 and a vehicle speed sensor The electronic control unit 42 can control the vehicle according to the vehicle speed V detected from the vehicle 57.

  Further, the electronic control unit 42 of the third embodiment is configured to calculate and set the roll inertia moment I in the same manner as in the first embodiment described above, and the assist torque is based on the set roll inertia moment I. By controlling the generator 24, the assist torque Ta corresponding to the roll inertia moment I is generated. Specifically, increase / decrease control of the assist torque Ta from the assist torque generator 24 is performed so that the assist torque Ta increases as the roll inertia moment I increases.

  The operation of the vehicle control device according to the third embodiment (calculation of roll inertia moment I and steering assist force control routine) will be described below with reference to the flowchart of FIG. Note that the processing operations (steps ST10 to ST100) until the roll inertia moment I is set are performed in the same manner as steps ST10 to ST100 of the first embodiment, and thus description thereof is omitted here.

  First, the electronic control unit 42 according to the third embodiment calculates the correction coefficient K2 of the assist torque Ta based on the roll inertia moment I set in step ST90 or step ST100 (step ST310). Specifically, the correction coefficient K2 is calculated from a map corresponding to a graph equivalent to that shown in FIG. 4 based on the roll inertia moment I so that the correction coefficient K2 increases as the set roll inertia moment I increases. Is calculated.

  Then, the electronic control unit 42 uses the steering torque Ts detected from the torque sensor 58 and the vehicle speed sensor 57 so as to increase the assist torque Ta as the steering torque Ts increases and decrease the assist torque Ta as the vehicle speed V increases. Based on the detected vehicle speed V, the assist torque Ta is calculated using a map (not shown) (step ST320). The assist torque Ta may be variably set so as to increase as the steering angle θ of the steering wheel 22 or the absolute value of the change rate thereof increases.

  Thereafter, the electronic control unit 42 corrects the assist torque Ta by multiplying the assist torque Ta obtained in step ST320 by the correction coefficient K2 obtained in step ST310 (step ST330). The assist torque generator 24 is controlled based on the assist torque Ta (step ST340).

  Thereby, the assist torque generator 24 generates the corrected assist torque Ta, and a steering assist force corresponding to the corrected assist torque Ta is applied to the steering shaft 23. Therefore, the steering assist force is transmitted to the power steering device 21 via the steering shaft 23, and the power steering device 21 generates the optimum steering force according to the behavior of the vehicle AM with respect to the steering wheels 10FL and 10FR. Therefore, the steering torque of the steering wheel 22 by the driver is reduced as an optimum value according to the behavior of the vehicle AM.

  As described above, the vehicle control apparatus according to the third embodiment is similar to the first embodiment described above in that the vehicle AM has the main information on the lateral acceleration Gy, roll angular acceleration φdd, roll rate φd, and roll angle φ during turning. The calculation of the roll inertia moment I is repeated, and the average value of the latest N roll inertia moments I among them is set as the roll inertia moment I used for the turning force control of the power steering device 21. In the third embodiment, the assist torque Ta calculated based on the steering torque Ts and the vehicle speed V is corrected so as to increase as the roll inertia moment I increases, and the assist torque is corrected based on the corrected assist torque Ta. Control of the generator 24 is executed.

  For this reason, according to the third embodiment, when the set roll inertia moment I is large (that is, when the steering force on the steering wheel 22 is likely to increase due to load movement accompanying turning or acceleration / deceleration of the vehicle AM) Since the steering force from the power steering device 21 can be increased with a larger steering assist force as the steering force is easily increased, the change in the total weight of the vehicle AM due to changes in the number of passengers and the load capacity of the luggage Even if the height of the center of gravity of the vehicle AM changes with changes in the boarding position or the load position of the luggage, the driver can perform the steering operation with a certain steering feeling. In other words, the vehicle control apparatus according to the third embodiment performs a steering operation with a constant steering sensation to the driver without being affected by changes in the number of passengers, the load capacity of the load, and changes in the ride position and the load position of the load. Can be made.

  Further, also in the third embodiment, as in the first embodiment described above, the tire characteristics and the roll inertia moment correction value ΔI and the roll damping fluctuation value ΔC obtained from the normalized cornering power Cpn and the vehicle speed V are used. An appropriate roll inertia moment I in consideration of the influence of the vehicle speed V can be calculated. Therefore, by executing the assist torque control using the appropriate roll inertia moment I, the driver can perform the steering operation with a more stable and constant steering feeling.

  In the third embodiment, the power steering device 21 that steers only the front wheels 10FL and 10FR is illustrated. For example, the rear wheels 10RL and 10RR are in the same phase direction with respect to the front wheels 10FL and 10FR according to the vehicle speed V or the like. Alternatively, in the case where a so-called four-wheel steering device for turning in a reverse phase direction at a predetermined turning angle is provided, the larger the set roll inertia moment I, the greater the in-phase degree or the opposite-phase degree of the rear wheels 10RL, 10RR. May be increased.

  By the way, in each of the first to third embodiments described above, as a condition for determining whether or not the roll moment of inertia I should be calculated, in step ST20, a comparison determination is performed between the absolute value of the lateral acceleration Gy of the vehicle AM and the reference value Gyo. ing. However, the comparison / determination process in step ST20 does not necessarily have to be performed, and the roll inertia moment I may be calculated.

  Generally, when the vehicle speed V is high, the traveling road surface is a good road, and the influence of the road surface unevenness on the roll motion of the vehicle AM is small. For this reason, in each of the first to third embodiments described above, when an affirmative determination is made in step ST20 and it is determined that the vehicle speed V is equal to or higher than the reference value Vc (positive constant), the steps after step ST30 are executed. In this case, the roll inertia moment I can be calculated with higher accuracy.

  In each of the first to third embodiments, the average value of the latest N roll inertia moments I is set as the roll inertia moment I for control in step ST90. Low-pass filter processing may be performed on the roll inertia moment I obtained in step ST70 without performing the calculation, thereby reducing the change in the obtained roll inertia moment I.

  Further, in each of the above-described first to third embodiments, the roll rate φd of the vehicle AM is obtained by integrating the detected roll rate φd. You may obtain | require by a well-known method in this technical field based on height. On the other hand, the roll angular acceleration φdd of the vehicle AM is configured to be obtained by differentiating the detected roll rate φd. For example, the lateral acceleration is divided into a position of the center of gravity of the vehicle AM and a position separated from the center of gravity. A sensor may be arranged and obtained based on the difference between the respective lateral accelerations detected from these two lateral acceleration sensors.

  Further, in each of the above-described first to third embodiments, the lateral acceleration Gy of the vehicle AM is detected from the lateral acceleration sensor 56. The lateral acceleration Gy is determined by, for example, the vehicle speed V and the steering angle θ of the steering wheel 22. You may estimate based on.

  Furthermore, although the vehicle control device of each of the first to third embodiments described above is exemplified as a vehicle behavior control device, a suspension control device or a power steering control device, the vehicle control device according to the present invention is similar to the roll control device. As long as the control is performed according to the moment of inertia I, the present invention may be applied to any type.

  Further, in each of the first to third embodiments described above, the case where the present apparatus is applied to an FR vehicle is illustrated. However, the present apparatus is applicable to any vehicle such as a so-called FF (Front engine Front drive) vehicle or a four-wheel drive vehicle. Can be applied.

  As described above, the vehicle control device according to the present invention is useful as a technique for calculating an appropriate vehicle roll inertia moment, and is particularly suitable for a technique for performing highly accurate vehicle control based on the appropriate roll inertia moment. ing.

It is a figure which shows the structure of the vehicle to which the vehicle control apparatus of Example 1 which concerns on this invention is applied. It is a figure which shows the relationship between a roll inertia moment correction value and a vehicle speed. It is a figure which shows the relationship between a roll attenuation | damping fluctuation value and a vehicle speed. It is a figure which shows the relationship between a roll inertia moment and the correction coefficient for correct | amending the output target value Fat of the braking force for behavior control. 4 is a flowchart for explaining the operation of the vehicle control device according to the first embodiment. It is a figure which shows the structure of the vehicle to which the vehicle control apparatus of Example 2 which concerns on this invention is applied. 6 is a flowchart for explaining the operation of a vehicle control device in Embodiment 2. It is a figure which shows the structure of the vehicle to which the vehicle control apparatus of Example 3 which concerns on this invention is applied. 12 is a flowchart for explaining the operation of the vehicle control device according to the third embodiment.

Explanation of symbols

10FL, 10FR, 10RL, 10RR Wheel 21 Power steering device 22 Steering wheel 23 Steering shaft 24 Assist torque generator 30 Braking device 31FL, 31FR, 31RL, 31RR Braking means 32FL, 32FR, 32RL, 32RR Hydraulic piping 33 Hydraulic control means 40, 41, 42 Electronic control unit 52 Steering angle sensor 53 Yaw rate sensor 54 Roll rate sensor 55 Longitudinal acceleration sensor 56 Lateral acceleration sensor 57 Vehicle speed sensor 58 Torque sensor 60FL, 60FR, 60RL, 60RR Shock absorber 61FL, 61FR, 61RL, 61RR Air spring AM Vehicle C Roll damping Cp Cornering power Cpn Normalized cornering power Fat Target output of braking force for behavior control Gy Lateral acceleration H Roll arm length I Roll moment of inertia K Spring constant (roll stiffness)
K1 Correction coefficient K2 Correction coefficient M Mass Ta Assist torque V Vehicle speed Vx Longitudinal speed β Slip angle γ Yaw rate ΔC Roll damping fluctuation value ΔI Roll inertia moment correction value φ Roll angle φd Roll rate φdd Roll angular acceleration

Claims (2)

Roll inertia moment calculating means for calculating the roll inertia moment generated in the vehicle based on the roll arm length, mass, lateral acceleration, roll rate, roll angular acceleration, roll angle, roll damping and roll rigidity of the vehicle, and the roll inertia moment In a vehicle control device comprising vehicle control amount setting means for setting the control amount of the vehicle control means based on the roll inertia moment obtained by the calculation means,
The vehicle control apparatus according to claim 1, wherein the roll inertia moment calculating means is configured to correct the roll inertia moment based on a cornering power and a vehicle speed generated at each wheel when the vehicle rolls.   2. The vehicle control apparatus according to claim 1, wherein the roll inertia moment calculating means is configured to calculate the roll inertia moment by correcting the roll damping based on the cornering power and the vehicle speed.

Images