JP2007246076A - Motion control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a motion control device of a vehicle, suitably coping with the case where a loading posture of an integrated unit to a car body is probably tilted from a reference posture. <P>SOLUTION: In this motion control device of a vehicle, vehicle behavior sensors 63, 64, 65 are integrally disposed in the integrated unit IU formed by integrating a control unit HU40 and a brake controller 50. This device determines the possibility that the loading posture of the integrated unit IU to the car body is largely tilted more than predetermined from the reference posture when the output value of an acceleration sensor 81fr for controlling deployment of an airbag mounted in the vicinity of the integrated unit IC exceeds a predetermined value due to a collision of the vehicle or the like, inhibits execution of ESC control, also informs a vehicle's driver of the occurrence of abnormality of loading posture of the integrated unit IU and lights a warning lamp 66 for promoting repairs about the adjustment of the loading posture of the integrated unit IU. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a control unit equipped with an actuator for controlling the movement of a vehicle, a vehicle behavior sensor that outputs a signal representing the behavior of the vehicle, and a vehicle behavior control based on the output of the vehicle behavior sensor. The present invention relates to a vehicle motion control apparatus including an integrated unit in which a controller for controlling the actuator is integrated.

  2. Description of the Related Art Conventionally, vehicle motion control devices that control vehicle motion (posture) by controlling vehicle hydraulic braking force are widely known. Generally, such a motion control device is a vehicle that outputs a signal representing the behavior of the vehicle, and a control unit (hydraulic unit) equipped with various actuators (motors, electromagnetic valves, etc.) for controlling the hydraulic braking force of the vehicle. It includes a behavior sensor (such as a yaw rate sensor) and a controller that controls the actuator based on the output of the vehicle behavior sensor.

In recent years, in order to achieve space saving of the entire motion control device, reduction of manufacturing cost, and the like, a technology for integrating a control unit and a controller to constitute an integrated unit has been developed (for example, Patent Document 1 below). See).
JP-T-2004-506572

  The output of the vehicle behavior sensor with respect to the behavior of a certain vehicle changes according to the mounting posture (direction, direction) of the vehicle behavior sensor with respect to the vehicle body. In other words, when the mounting posture of the vehicle behavior sensor with respect to the vehicle body (that is, the mounting posture of the integrated unit with respect to the vehicle body) is tilted from the reference posture (normal mounting posture in design), the output of the vehicle behavior sensor accurately indicates the vehicle behavior. It will no longer be a value to represent.

  Based on this viewpoint, the apparatus described in the above document is provided with an adjustment mechanism that adjusts the mounting posture of the vehicle behavior sensor with respect to the vehicle body after the integrated unit is assembled to the vehicle body. Thereby, even when the mounting posture of the vehicle behavior sensor with respect to the vehicle body is tilted from the reference posture when the integrated unit is assembled to the vehicle body, the mounting posture of the vehicle behavior sensor can be matched with the reference posture. The output of the behavior sensor can be a value that accurately represents the vehicle behavior.

  By the way, even when the mounting posture of the integrated unit (that is, the mounting posture of the vehicle behavior sensor) matches the reference posture, the integrated unit is fixed to the vehicle body due to a subsequent vehicle collision or the like. It can be considered that the frame, the panel, etc. are distorted, and as a result, the mounting posture of the integrated unit is inclined from the reference posture. When the vehicle is run in this state, the vehicle behavior sensor outputs a value different from the value that accurately represents the vehicle behavior. Therefore, based on the output of the vehicle behavior sensor, the vehicle motion control (for example, understeer / There may be a situation in which oversteer suppression control or the like) cannot be properly executed.

  Therefore, in such a case, the execution of the motion control of the vehicle is prohibited, and the vehicle driver is warned that the mounting posture of the integrated unit may be tilted from the reference posture. It is necessary to encourage repairs related to posture adjustment. However, the above document does not disclose or suggest any such treatment.

  In other words, an object of the present invention is to provide a vehicle motion control device capable of performing appropriate measures when there is a possibility that the mounting posture of the integrated unit with respect to the vehicle body is inclined from the reference posture.

  A vehicle motion control device according to the present invention includes a control unit equipped with an actuator (motor, electromagnetic valve, etc.) for controlling the motion of the vehicle, a vehicle behavior sensor that outputs a signal (yaw rate, etc.) representing the behavior of the vehicle, And the controller which controls the said actuator in order to control the motion of a vehicle based on the output signal of the said vehicle behavior sensor is provided.

  The motion control device includes a tilt detection sensor that generates a tilt signal, which is a signal indicating that the mounting posture of the integrated unit with respect to the vehicle body of the vehicle may be tilted more than a predetermined degree from a reference posture, and the integrated unit The present invention is applied to a vehicle equipped with a warning device that issues a warning (to give a warning related to the motion control device) to inform the vehicle driver of the occurrence of an abnormality in the mounting posture.

  The motion control device is characterized in that the controller prohibits the control of the actuator for motion control of the vehicle and causes the warning device to execute the warning when the tilt detection sensor generates the tilt signal. A control prohibition / warning means for performing “control prohibition / warning processing” is provided.

  According to this, when there is a possibility that the mounting posture of the integrated unit with respect to the vehicle body (that is, the mounting posture of the vehicle behavior sensor) is inclined from the reference posture, execution of the vehicle motion control is prohibited. As a result, occurrence of a situation in which the vehicle motion control is improperly performed is prevented. In addition, a warning is issued to inform the driver of the occurrence of an abnormal mounting posture of the integrated unit. As a result, the driver can be urged to perform repairs related to adjustment of the mounting posture of the integrated unit (specifically, repairs that remove distortion of the frame, panels, etc. for fixing the integrated unit to the vehicle body). .

  Here, the inclination detection sensor may be, for example, a sensor that can directly detect the mounting posture of the integrated unit with respect to the vehicle body (or the inclination of the mounting posture of the integrated unit from the reference posture) or detect a vehicle collision. It may be a collision detection sensor. Examples of the collision detection sensor include an acceleration sensor and / or an acoustic sensor mounted on the vehicle for airbag deployment control, and an acceleration sensor and / or an acoustic sensor mounted on the vehicle collision damage reduction system. Can be used.

  When the collision detection sensor is used as the inclination detection sensor, a signal indicating that the degree of collision of the vehicle is larger than a predetermined degree is used as the inclination signal. This is based on the fact that the greater the degree of vehicle collision, the greater the degree of inclination of the integrated unit mounting posture relative to the vehicle body.

  In the case where a plurality of collision detection sensors are respectively mounted at a plurality of locations of the vehicle (when the distances from the integrated units of the respective collision detection sensors are different), the control prohibition / warning means includes the plurality of collision detection sensors. Among them, it is preferable that the one mounted closest to the integrated unit is configured to perform the control prohibition / warning process when the tilt signal is generated.

  When multiple collision detection sensors are installed, the output of the one closest to the integrated unit among them is the value that most accurately represents the degree to which the mounting posture of the integrated unit with respect to the vehicle body tilts due to a vehicle collision. obtain. Therefore, according to the above configuration, the occurrence of the “tilt signal” (that is, a signal indicating that the degree of vehicle collision is larger than a predetermined level) can be detected at an appropriate timing. The “processing” can be performed at an appropriate timing.

  When a collision detection sensor is used, as the tilt signal, the degree of vehicle collision is greater than a predetermined degree lower than the degree corresponding to the start of the airbag and / or control of the vehicle collision damage mitigation system. Preferably, a signal indicating that is used.

  According to this, in the case where there is no need to deploy the airbag and there is a certain degree of collision that may cause the integrated unit mounting posture with respect to the vehicle body to be tilted from the reference posture, It is possible to drive the vehicle and move the vehicle to a dealer or the like in order to perform repairs related to the adjustment of the mounting posture.

  In the motion control apparatus according to the present invention, the vehicle has storage means capable of storing information in a central portion of the vehicle body, and the storage means has the inclination detection sensor generating the inclination signal. In this case, it is configured to store tilt information that is information that the tilt signal has been generated, and the control prohibition / warning unit is configured to prohibit the control as long as the tilt information is stored in the storage unit. It is preferable to be configured to continue the warning process.

  Here, it is preferable that the storage means stores, for example, a backup RAM, an EPROM or the like while the power is turned on and holds the stored data while the power is shut off.

  The central part of the vehicle body is, for example, a part within a predetermined range from the center of gravity of the vehicle (part near the center of gravity) such as a cluster panel part, an instrument panel part, a center floor panel (tunnel) part, etc. In addition, even if a vehicle collision occurs, it is difficult to replace parts, devices, and the like mounted on the part even if a vehicle collision occurs. In many cases, a controller for air bag control is mounted on a center floor panel of a vehicle body. Therefore, a preferred example of the storage means includes a backup RAM, EPROM, etc. in a controller for air bag control.

  The “control prohibition / warning process” should be continuously executed until the repair related to the adjustment of the mounting posture of the integrated unit is completed. Therefore, for example, when an “inclination signal” is detected by the inclination detection sensor, the “inclination information” (information that the inclination signal has been generated) is stored in the controller of the integrated unit (specifically, the backup RAM or the like). The "control prohibition / warning process" until the "tilt information" in the controller is deleted when the repair is completed (that is, as long as the "tilt information" in the controller is stored). The structure which continues can be considered.

  The detection of the “tilt signal” by the tilt detection sensor means that a relatively large impact has been transmitted to the integrated unit itself (and thus the controller itself in the integrated unit) due to a vehicle collision or the like. In this case, it may be assumed that the controller of the integrated unit itself is replaced with a new controller instead of performing repair related to the adjustment of the mounting posture of the integrated unit.

  In this case, the mounting posture of the integrated unit (that is, the mounting posture of the vehicle behavior sensor) is still maintained in a state tilted from the reference posture. In addition, the new controller does not store the “tilt information”. Accordingly, the “control prohibition / warning process” is not executed even when the vehicle is driven thereafter, and as a result, the vehicle behavior sensor outputs the value different from the value that accurately represents the vehicle behavior. A situation in which the motion control is improperly performed may occur.

  On the other hand, according to the above configuration, “tilt information” is stored in the “storage means” mounted at the center of the vehicle body, in which mounted parts, equipment, etc. are difficult to be replaced even if a collision occurs. The Therefore, even after the controller of the integrated unit is replaced with a new one, even when the mounting posture of the integrated unit (that is, the mounting posture of the vehicle behavior sensor) is still maintained in a state of being tilted from the reference posture, The “control prohibition / warning process” can be continued. As a result, it is possible to prevent a situation in which the above-described vehicle motion control is inappropriately executed.

  When the inclination information is stored in the storage means, it is preferable that the storage means is configured such that the inclination information is erased only by a specific command from an external device of the vehicle. According to this, since it is possible to reduce the possibility that the “inclination information” is erroneously deleted due to some cause, the occurrence of the situation in which the above-described vehicle motion control is improperly executed is further reliably prevented. be able to.

  Here, the “specific command from the external device of the vehicle” is, for example, a specific command (signal) output from a diagnostic unit (diagnostic tester) used by a dealer or the like.

  In the motion control apparatus according to the present invention, the vehicle is a second vehicle behavior sensor that outputs a signal representing the behavior of the vehicle, and is the vehicle behavior sensor integrated in the integrated unit. Another controller is configured to be mountable in the center of the vehicle body, and the controller includes an input unit for inputting an output of the second vehicle behavior sensor, and outputs an output of the second vehicle behavior sensor. Preferably, the actuator is configured to be controllable to control the movement of the vehicle on the basis thereof. Here, the “center portion of the vehicle body” has the same meaning as described above, and is, for example, near the center of gravity of the vehicle, such as a cluster panel portion, an instrument panel portion, a center floor panel (tunnel) portion, or the like.

  The above configuration can be used when it is difficult or impossible to perform repairs related to adjustment of the mounting posture of the integrated unit (specifically, repairs that remove distortion of the frame, panels, etc. for fixing the integrated unit to the vehicle body). It is assumed. According to the above configuration, the second vehicle behavior sensor can be mounted on the “center portion of the vehicle body”. Since the above-mentioned “central part of the vehicle body” is a part where it is difficult for an impact due to a vehicle collision to be transmitted, even if a vehicle collision occurs, distortion of a frame, a panel, etc. for fixing the second vehicle behavior sensor to the vehicle body Is unlikely to occur. In other words, even if a vehicle collision occurs, it is unlikely that the mounting posture of the second vehicle behavior sensor is inclined from the reference posture (designed normal mounting posture).

  Accordingly, when the mounting posture of the integrated unit is tilted from the reference posture due to a vehicle collision or the like, and the repair related to the adjustment of the mounting posture of the integrated unit is difficult or impossible, the second vehicle behavior sensor is By mounting on the center part of the vehicle body, even if the mounting posture of the integrated unit remains tilted from the reference posture, the vehicle behavior sensor is replaced with the vehicle behavior sensor in the integrated unit based on the output of the second vehicle behavior sensor. Motion control can be performed appropriately.

  The collision detection sensor may be mounted on the vehicle separately from the integrated unit, or may be mounted on the integrated unit. When the collision detection sensor is mounted on the integrated unit, the vehicle behavior sensor that outputs a signal representing the acceleration / deceleration of the vehicle as a signal representing the behavior of the vehicle is used as the collision detection sensor. May be.

  Hereinafter, embodiments of a vehicle motion control apparatus according to the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 shows a schematic configuration of a vehicle equipped with a motion control device 10 according to the first embodiment of the present invention. The motion control apparatus 10 includes a brake fluid pressure generating unit 30 that generates a brake fluid pressure according to a brake operation by a driver, a control unit 40 (hydraulic unit; hereinafter simply referred to as “HU40”), and a brake. And an integrated unit IU in which the controller 50 is integrated.

  The integrated unit IU is fixed to a vehicle body (specifically, a predetermined frame / panel on the right side in the engine room). When the frame panel for fixing the integrated unit IU to the vehicle body is in a normal design shape, the mounting posture of the integrated unit IU with respect to the vehicle body is a reference posture (a normal design posture. (Posture within range).

  As shown in FIG. 2 showing the schematic configuration, the brake fluid pressure generating unit 30 is composed of a vacuum booster VB that responds by the operation of the brake pedal BP, and a master cylinder MC that is connected to the vacuum booster VB. . The vacuum booster VB uses an air pressure (negative pressure) in an intake pipe of an engine (not shown) to assist the operation force of the brake pedal BP at a predetermined ratio and transmit the assisted operation force to the master cylinder MC. It has become.

  The master cylinder MC has two output ports including a first port and a second port. The master cylinder MC receives the supply of brake fluid from the reservoir RS and responds to the assisted operating force by the first master. A cylinder pressure Pm is generated from the first port, and a second master cylinder pressure Pm corresponding to the assisted operating force that is substantially the same hydraulic pressure as the first master cylinder pressure Pm It comes from the port.

  Since the configurations and operations of the master cylinder MC and the vacuum booster VB are well known, a detailed description thereof will be omitted here. In this way, the master cylinder MC and the vacuum booster VB generate the first master cylinder pressure Pm and the second master cylinder pressure Pm according to the operating force of the brake pedal BP, respectively.

  As shown in FIG. 2 showing the schematic configuration of the HU 40, an RR brake that can adjust the brake hydraulic pressure supplied to the wheel cylinders Wrr, Wfl, Wfr, Wrl respectively disposed on the wheels RR, FL, FR, RL. The hydraulic pressure adjustment unit 41, the FL brake hydraulic pressure adjustment unit 42, the FR brake hydraulic pressure adjustment unit 43, the RL brake hydraulic pressure adjustment unit 44, and a reflux brake fluid supply unit 45 are configured.

  The first port of the master cylinder MC belongs to the system related to the wheels RR and FL, and between the first port and the upstream part of the RR brake hydraulic pressure adjusting unit 41 and the FL brake hydraulic pressure adjusting unit 42, A normally open electromagnetic on-off valve PC1 is interposed. Similarly, the second port of the master cylinder MC belongs to the system related to the wheels FR and RL, and is between the second port and the upstream portion of the FR brake hydraulic pressure adjusting unit 43 and the RL brake hydraulic pressure adjusting unit 44. Is provided with a normally open electromagnetic on-off valve PC2.

  The RR brake fluid pressure adjusting unit 41 includes a pressure-increasing valve PUrr that is a 2-port 2-position switching type normally-open electromagnetic on-off valve and a pressure-reducing valve PDrr that is a 2-port 2-position switching-type normally-closed electromagnetic on-off valve. Yes. The pressure increasing valve PUrr can communicate or block the upstream portion of the RR brake fluid pressure adjusting unit 41 and the wheel cylinder Wrr. The pressure reducing valve PDrr is configured to communicate or block the wheel cylinder Wrr and the reservoir RS1. As a result, the brake fluid pressure (wheel cylinder pressure Pwrr) in the wheel cylinder Wrr can be increased, held and reduced by controlling the pressure increasing valve PUrr and the pressure reducing valve PDrr.

  In addition, a check valve CV1 that allows only one-way flow of brake fluid from the wheel cylinder Wrr side to the upstream portion of the RR brake fluid pressure adjusting unit 41 is disposed in parallel with the pressure increasing valve PUrr. When the operated brake pedal BP is released, the wheel cylinder pressure Pwrr is rapidly reduced.

  Similarly, the FL brake fluid pressure adjusting unit 42, the FR brake fluid pressure adjusting unit 43, and the RL brake fluid pressure adjusting unit 44 are respectively a pressure increasing valve PUfl and a pressure reducing valve PDfl, a pressure increasing valve PUfr and a pressure reducing valve PDfr, a pressure increasing valve PUrl, and The pressure reducing valve PDrl is configured to control the brake fluid pressure (wheel cylinder pressures Pwfl, Pwfr, Pwrl) in the wheel cylinder Wfl, the wheel cylinder Wfr, and the wheel cylinder Wrl by controlling the pressure increasing valve and the pressure reducing valve. The pressure can be increased, held and reduced. In addition, check valves CV2, CV3, and CV4 that can achieve the same function as the check valve CV1 are arranged in parallel on the pressure increasing valves PUfl, PUfr, and PUrl, respectively.

  In addition, the normally open electromagnetic on-off valve PC1 has only one-way flow of brake fluid from the first port of the master cylinder MC to the upstream portion of the RR brake fluid pressure adjusting unit 41 and the FL brake fluid pressure adjusting unit 42. Is provided in parallel. As a result, even when the normally open electromagnetic on-off valve PC1 is in the closed state, the first master cylinder pressure Pm becomes upstream of the RR brake hydraulic pressure adjustment unit 41 and the FL brake hydraulic pressure adjustment unit 42 by the operation of the brake pedal BP. When the pressure becomes higher than the pressure of the part, the brake fluid pressure (that is, the first master cylinder pressure Pm) corresponding to the operating force of the brake pedal BP itself can be supplied to the wheel cylinders Wrr and Wfl. . In addition, a check valve CV6 that can achieve the same function as the check valve CV5 is also provided in parallel to the normally open electromagnetic on-off valve PC2.

  The reflux brake fluid supply unit 45 includes a DC motor MT, two hydraulic pumps (gear pumps) HP1 and HP2 that are simultaneously driven by the motor MT, and normally closed electromagnetic on-off valves PC3 and PC4. The normally closed electromagnetic on / off valve PC3 is interposed between the first port of the master cylinder MC and the reservoir RS1, and the normally closed electromagnetic on / off valve PC4 is interposed between the second port of the master cylinder MC and the reservoir RS2. Has been.

  The hydraulic pump HP1 supplies the brake fluid in the reservoir RS1 recirculated from the pressure reducing valves PDrr and PDfl, or the brake fluid from the first port of the master cylinder MC when the normally closed electromagnetic on-off valve PC3 is open. The brake fluid pumped up through the check valve CV7 is supplied to the upstream portion of the RR brake fluid pressure adjusting unit 41 and the FL brake fluid pressure adjusting unit 42 through the check valve CV8.

  Similarly, the hydraulic pump HP2 is supplied from the second port of the master cylinder MC when the brake fluid in the reservoir RS2 recirculated from the pressure reducing valves PDfr and PDrl or the normally closed electromagnetic on-off valve PC4 is open. The brake fluid is pumped up through the check valve CV9, and the pumped brake fluid is supplied to the upstream portion of the FR brake fluid pressure adjusting unit 43 and the RL brake fluid pressure adjusting unit 44 through the check valve CV10.

  With the configuration described above, the HU 40 has two pipes for connecting to the first and second ports of the master cylinder MC and four pipes for connecting to the wheel cylinders W ** (ie, A total of 6 pipes) are connected. The HU 40 includes two hydraulic circuits, a system related to the right rear wheel RR and the left front wheel FL, and a system related to the left rear wheel RL and the right front wheel FR. The HU 40 can supply brake fluid pressure (that is, master cylinder pressure Pm) corresponding to the operating force of the brake pedal BP to the wheel cylinders W ** when all the solenoid valves are in a non-excited state.

  In addition, “**” appended to the end of various variables etc. “fl” added to the end of the various variables etc. to indicate which of the various wheels FR, etc. , “Fr”, etc., for example, the wheel cylinder W ** is a left front wheel wheel cylinder Wfl, a right front wheel wheel cylinder Wfr, a left rear wheel wheel cylinder Wrl, a right rear wheel wheel cylinder Wrr Is comprehensively shown.

  On the other hand, in this state, the normally open electromagnetic on / off valves PC1 and PC2 are excited to be closed and the normally closed electromagnetic on / off valves PC3 and PC4 are excited to be opened and the motor MT (and therefore the hydraulic pump HP1) is controlled. , HP2), the HU 40 can supply a brake fluid pressure higher than the master cylinder pressure Pm to the wheel cylinders W **.

  In addition, the HU 40 can individually adjust the wheel cylinder pressure Pw ** by controlling the pressure increasing valve PU ** and the pressure reducing valve PD **. That is, the HU 40 can individually adjust the braking force applied to each wheel regardless of the operation of the brake pedal BP by the driver.

  Referring to FIG. 1 again, the brake controller 50 includes a CPU 51, a routine (program) executed by the CPU 51, a table (look-up table, map), a ROM (not shown) in which constants and the like are stored in advance, and the CPU 51 stores data as necessary. A RAM (not shown) that temporarily stores data, a backup RAM 52 that stores data while the power is turned on, and retains the stored data while the power is shut off, and an interface including an AD converter, etc. It is a computer.

  The brake controller 50 is connected to the integrated unit IU separately from the wheel speed sensor 61 ** and the steering angle sensor 62 via a predetermined harness, connector, or the like so as to be able to perform CAN communication. Further, the brake controller 50 does not use the yaw rate sensor 63, the roll rate sensor 64, the pitch rate sensor 65, the harness, the connector, or the like built in the integrated unit IU (specifically, in the case of the brake controller 50). It is electrically connected directly. In addition, the brake controller 50 is also connected to a warning lamp 66 as the warning device fixed to the instrument panel.

  The wheel speed sensor 61 ** outputs a signal representing the wheel speed VW **. The steering angle sensor 62 detects the angle of the steering wheel and outputs a signal representing the steering angle θs. The yaw rate sensor 63 detects the yaw rate of the vehicle and outputs a signal indicating the yaw rate Yrate. The roll rate sensor 64 detects the roll rate of the vehicle and outputs a signal indicating the roll rate Rrate. The pitch rate sensor 65 detects the pitch rate of the vehicle and outputs a signal indicating the pitch rate Prate.

  The yaw rate sensor 63, the roll rate sensor 64, and the pitch rate sensor 65 correspond to a vehicle behavior sensor. That is, there are generally six vehicle behavior sensors: a yaw rate sensor, a roll rate sensor, a pitch rate sensor, a longitudinal acceleration sensor, a lateral acceleration sensor, and a vertical acceleration sensor. In this example, the yaw rate sensor 63 is representative of them. In this example, a roll rate sensor 64 and a pitch rate sensor 65 are used.

  When the mounting posture of the integrated unit IU with respect to the vehicle body is in the reference posture described above, the mounting posture of the vehicle behavior sensors 63, 64, 65 with respect to the vehicle body is also the reference posture (normal posture in design. Posture within the range of design tolerances. ).

  That is, when the mounting posture of the integrated unit IU with respect to the vehicle body is in the reference posture, the outputs Yrate, Rrate, and Prate of the vehicle behavior sensors 63, 64, and 65 are values that accurately represent the vehicle behavior. On the other hand, when the mounting posture of the integrated unit IU relative to the vehicle body is tilted from the reference posture, such as when the frame panel for fixing the integrated unit IU to the vehicle body is distorted due to a vehicle collision or the like, the vehicle behavior sensors 63, 64, 65 The outputs Yrate, Rrate, and Prate are not values that accurately represent vehicle behavior.

  This vehicle is equipped with an airbag controller 70 for controlling the deployment of the driver airbag AB1, the passenger airbag AB2, the right side airbag AB3, and the left side airbag AB4. The airbag controller 70 is fixed to the center floor panel (tunnel) near the center of gravity of the vehicle (corresponding to the central portion of the vehicle body). Like the brake controller 50, the airbag controller 70 is a microcomputer including a CPU 71, a ROM (not shown), a RAM (not shown), a backup RAM 72 (corresponding to the storage means), an interface including an AD converter, and the like. The airbag controller 70 is connected to the brake controller 50 so that CAN communication is possible.

  The airbag controller 70 is electrically connected directly to a collision detection acceleration sensor 81cen built in the airbag controller 70. In addition, the airbag controller 70 is connected to an acceleration sensor 81 ** (satellite sensor) for collision detection disposed in the vicinity of each wheel ** so that CAN communication is possible.

  The acceleration sensors 81cen, 81fr, 81fl, 81rr, 81rl detect the acceleration at each position and output signals indicating the accelerations Gcen, Gfr, Gfl, Grr, Grl, respectively. Among the acceleration sensors 81cen, 81fr, 81fl, 81rr, 81rl for collision detection, the acceleration sensor 81fr is mounted at a position closest to the integrated unit IU.

  Therefore, the output of the acceleration sensor 81fr is a value that most accurately represents the degree of impact applied to the frame panel for fixing the integrated unit IU to the vehicle body due to a vehicle collision (and hence the degree of distortion of the frame panel). It becomes. In other words, the output of the acceleration sensor 81fr is a value that most accurately represents the degree to which the mounting posture of the integrated unit IU with respect to the vehicle body tilts from the reference posture due to a vehicle collision. In this example, the acceleration sensor 81fr corresponds to the tilt detection sensor.

  The air bag controller 70 (the CPU 71), based on signals from the acceleration sensors 81cen, 81fr, 81fl, 81rr, 81rl, the driver's seat airbag AB1, the passenger seat airbag AB2, the right side airbag AB3, and the left side airbag. A development signal is sent to the back AB4.

  The brake controller 50 (the CPU 51) sends a lighting signal to the warning lamp 66 based on a signal from the airbag controller 70. Moreover, the brake controller 50 sends a drive signal to each electromagnetic valve and motor of the HU 40 based on signals from the sensors 61 to 65. Accordingly, the HU 40 can achieve well-known vehicle stabilization control (specifically, understeer / oversteer suppression control, hereinafter referred to as “ESC control”) in accordance with an instruction from the brake controller 50. ing.

  Specifically, when it is determined that the vehicle is in the “understeer state” or the “oversteer state”, the brake controller 50 controls the HU 40 to apply a predetermined brake fluid pressure to a predetermined wheel. In addition, the brake controller 50 executes engine output reduction control for reducing an output (specifically, throttle valve opening) of an engine (not shown) by a predetermined amount from a value corresponding to the accelerator operation amount. Thereby, the attitude of the vehicle is controlled, and the turning trace performance of the vehicle or the stability in turning can be maintained. Since such ESC control is well known, detailed description thereof is omitted here.

  Further, a connector S1 for connecting a diagnostic unit for vehicle diagnosis is connected in the middle of a signal line used for CAN communication between the brake controller 50 and the airbag controller 70. As a result, the brake controller 50 can monitor a signal transmitted from the diagnosis unit connected to the connector S1.

  In addition, the brake controller 50 is also connected to the connector S2 so that CAN communication is possible. This vehicle has a vehicle behavior sensor 63 built in the integrated unit IU in the vicinity of the center of gravity of the vehicle on the center floor panel (tunnel) (that is, in the vicinity of the airbag controller 70, corresponding to the central portion of the vehicle body). , 64, 65, the second vehicle behavior sensor (that is, the yaw rate sensor, the roll rate sensor, and the pitch rate sensor) is in a state where the mounting posture of the second vehicle behavior sensor matches the reference posture described above. It can be mounted and fixed with.

  The connector S2 is for connecting to the second vehicle behavior sensor mounted in this way. When the second vehicle behavior sensor is connected to the connector S2, the brake controller 50 is connected to the vehicle behavior sensor. The above-described ESC control can be executed based on a signal from the second vehicle behavior sensor instead of the outputs of 63, 64 and 65.

(Actual operation)
FIG. 3 is a flowchart showing an airbag controller routine executed by the CPU 71 of the airbag controller 70 for the actual operation of the vehicle motion control apparatus (hereinafter also referred to as “this apparatus”) according to the present invention. A brake controller routine executed by the CPU 51 of the brake controller 50 will be described with reference to FIG. 4 showing a flowchart.

  First, the vehicle does not collide, the second vehicle behavior sensor is not connected to the connector S2, and the value of the flag TILT1 stored in the backup RAM 72 of the airbag controller 70 is “0”. Will be described. The flag TILT1 indicates that the “control prohibition / warning process” is being executed when the value is “1”, and the “control prohibition / warning process” is not being executed when the value is “0”. Indicates the state. In this example, the “control prohibition / warning process” corresponds to a process of prohibiting the above-described ESC control and lighting the warning lamp 66.

  The CPU 71 of the airbag controller 70 is configured to repeatedly execute the routine of FIG. 3 every elapse of a predetermined time (for example, 6 msec). Therefore, when the predetermined timing is reached, the CPU 71 starts processing from step 300 and proceeds to step 305 to determine whether or not the airbag deployment condition is satisfied. The airbag deployment condition is satisfied, for example, when at least one of accelerations Gcen, Gfr, Gfl, Grr, Grl obtained from the acceleration sensors 81cen, 81fr, 81fl, 81rr, 81rl exceeds a corresponding deployment reference value. To do.

  At this time, since the vehicle is not colliding, each acceleration does not exceed the corresponding deployment reference value. Accordingly, the CPU 71 makes a “No” determination at step 305 to proceed to step 310 to determine whether or not the value of the flag TILT1 stored in the backup RAM 72 is “0”. Here, “Yes” is determined. The process proceeds to step 315, and it is determined whether or not the acceleration Gfr obtained from the acceleration sensor 81fr has exceeded a threshold Gth smaller than the corresponding development reference value.

  Here, the fact that the acceleration Gfr obtained from the acceleration sensor 81fr exceeds the threshold value Gth indicates that the “signal indicating that the degree of vehicle collision is greater than a predetermined level”, that is, the “integration with respect to the vehicle body”. This corresponds to the occurrence of an “inclination signal”, which is a signal indicating that the unit IU mounting posture may be tilted more than a predetermined degree from the reference posture.

  At this time, since the vehicle is not colliding, the acceleration Gfr is equal to or less than the threshold value Gth. Therefore, the CPU 71 makes a “No” determination at step 315 to immediately proceed to step 395 to end the present routine tentatively. Such processing (steps 305, 310, 315, and 395) is repeatedly executed until the condition of step 305 or 315 is satisfied when the vehicle collides.

  On the other hand, the CPU 51 of the brake controller 50 repeatedly executes the routine of FIG. 4 every elapse of a predetermined time (for example, 6 msec). Accordingly, when the predetermined timing comes, the CPU 51 starts processing from step 400 and proceeds to step 405, and acquires the value of the flag TILT1 in the backup RAM 72 of the airbag controller 70 through CAN communication.

  Subsequently, the CPU 51 proceeds to step 410 to determine whether or not the value of the flag TILT1 is “0”. As described above, since the value of the flag TILT1 is “0” at the present time, the CPU 51 determines “Yes” in Step 410 and proceeds to Step 415, and the second vehicle behavior sensor is connected to the connector S2. It is determined whether or not.

  At this time, as described above, the second vehicle behavior sensor is not connected to the connector S2. Accordingly, the CPU 51 makes a “No” determination at step 415 to proceed to step 420 to acquire the yaw rate Yrate, roll rate Rrate, and pitch rate Prate from the vehicle behavior sensors 63, 64, 65 built in the integrated unit IU. To do.

  Next, the CPU 51 proceeds to step 425 to determine whether or not the ESC control condition is satisfied from the obtained yaw rate Yrate, roll rate Rrate, and pitch rate Prate, and the wheel speed sensor 61 ** and the steering angle sensor 62. The determination is made based on the obtained wheel speed Vw ** and the steering angle θs. Specifically, as described above, when it is determined that the vehicle is in the “understeer state” or the “oversteer state”, it is determined that the ESC control condition is satisfied.

  If the ESC control condition is not satisfied, the CPU 51 proceeds immediately to step 495 and once ends this routine. On the other hand, if the ESC control condition is satisfied, the CPU 51 proceeds to step 430 and sends a drive signal to the electromagnetic valve and motor of the HU 40 based on the outputs of the sensors 61 to 65. Thereby, ESC control is executed.

  As described above, when the value of the flag TILT1 in the backup RAM 72 is “0”, the ESC control can be executed and the warning lamp 66 is not lit. As described above, when the vehicle does not collide, the second vehicle behavior sensor is not connected to the connector S2, and the value of the flag TILT1 is “0” (hereinafter also referred to as “reference state”). .) Was explained.

  Next, a case will be described in which the vehicle has collided strongly to the extent that the above-described airbag deployment condition is satisfied in this reference state. In this case, the CPU 71 of the airbag controller 70 that repeatedly executes the routine of FIG. 3 determines “Yes” when it proceeds to step 305 immediately after the collision, proceeds to step 320, and proceeds to the acceleration sensor 81cen, 81fr, Based on the accelerations Gcen, Gfr, Gfl, Grr, and Grl obtained from 81fl, 81rr, and 81rl, the airbag to be deployed is specified from the airbags AB1 to AB4.

  Subsequently, the CPU 71 proceeds to step 325 to send a deployment instruction signal to an inflator (not shown) of the identified airbag. As a result, the identified airbag is deployed, and the occupant can be protected from the impact caused by the collision of the vehicle. In this example, when the airbag is deployed, it is assumed that the vehicle cannot be re-run after that.

  Next, a case will be described in which the vehicle collides to the extent that the above-described airbag deployment condition is satisfied and the condition of step 315 is satisfied in the reference state. This case corresponds to the above-mentioned “when the mounting posture of the integrated unit IU with respect to the vehicle body may be inclined more than a predetermined degree from the reference posture”. In this example, when such a collision occurs, it is assumed that the vehicle can be re-run after that.

  In this case, the CPU 71 of the airbag controller 70 that repeatedly executes the routine of FIG. 3 determines “No” when it proceeds to step 305 immediately after the collision, determines “Yes” at step 310, and step In step 315, the determination is “Yes”, the process proceeds to step 330, and the value of the flag TILT 1 in the backup RAM 72 is changed from “0” to “1”. Here, the value of the flag TILT1 being “1” corresponds to the fact that the inclination information is stored in the storage means.

  At this time, the CPU 51 of the brake controller 50 that repeatedly executes the routine of FIG. 4 determines “No” when it proceeds to step 410 and proceeds to step 435, and the value of the flag TILT1 is changed from “0” to “1”. It is determined whether or not it has been changed.

  Since the current time is immediately after the value of the flag TILT1 is changed from “0” to “1”, the CPU 51 determines “Yes” in step 435 and proceeds to step 440 to send a lighting instruction signal to the warning lamp 66. In step 445, the value of the flag TILT2 stored in the backup RAM 52 of the brake controller 50 is set to “1”. Then, the process proceeds to step 495.

  As a result, the warning lamp 66 continues to be lit until a turn-off instruction is issued thereafter. In addition, since the processing of steps 425 and 430 cannot be executed as long as the value of the flag TILT1 of the backup RAM 72 is maintained at “1”, ESC control is not executed. That is, the “control prohibition / warning process” is executed.

  Note that the value of the flag TILT2 stored in the backup RAM 52 is set to “1” because the mounting posture of the integrated unit IU with respect to the vehicle body may be tilted more than a predetermined degree from the reference posture. This is to leave a history that a relatively strong impact has been applied to the controller 50 in the past.

  Thereafter, the CPU 51 determines “No” in steps 410 and 435 and proceeds to step 450 to continuously monitor whether or not there is a clear instruction signal for the value of the flag TILT1 from the connector S1. The flag TILT1 value clear instruction signal is a signal that is transmitted from the diagnosis unit connected to the connector S1 and instructs the value of the flag TILT1 to be “0”. Correspond.

  Similarly, the CPU 71 of the airbag controller 70 that executes the routine of FIG. 3 determines “No” in steps 305 and 310, proceeds to step 335, and clears the value of the flag TILT 1 from the CPU 51 of the brake controller 50. Continue to monitor repeatedly for instructions.

  That is, as long as the diagnostic unit is connected to the connector S1 and the clear instruction signal of the value of the flag TILT1 is not sent from the diagnostic unit (thus, as long as the “tilt information” is stored in the storage means), the above “ The “control prohibition / warning process” continues.

  As a result, the warning lamp 66 continues to be lit, so that the driver of the vehicle may tilt the mounting posture of the integrated unit IU with respect to the vehicle body more than a predetermined degree from the reference posture (ie, integration). It is possible to know the abnormal occurrence of the mounting posture of the unit IU. As a result, the driver of the vehicle is prompted to move the vehicle to a dealer or the like in order to perform repairs related to the adjustment of the mounting posture of the integrated unit IU.

  Thus, when a vehicle is brought into a dealer or the like, an operator such as a dealer checks whether or not the mounting posture of the integrated unit IU matches the reference posture. Repairs related to adjustment of IU mounting posture. Specifically, repair or the like for removing distortion of a frame, a panel or the like for fixing the integrated unit IU to the vehicle body is performed. If necessary, only the brake controller 50 or the entire integrated unit IU is replaced.

  After confirming that the mounting posture of the integrated unit IU matches the reference posture through such repairs, an operator such as a dealer connects the diagnostic unit to the connector S1 and connects the diagnostic unit to the “flag TILT1 value”. The diagnostic unit is operated so that a “clear instruction signal” is sent. Note that the diagnosis unit confirms again that the mounting posture of the integrated unit IU matches the reference posture on the display of the diagnosis unit or by voice before sending the “flag TILT1 value clear instruction signal”. It is preferable that an instruction to that effect is given.

  In this way, when the above-described “flag TILT1 value clear instruction signal” is sent from the diagnostic unit via the connector S1, the CPU 51 of the brake controller 50 that repeatedly executes the routine of FIG. When the determination is “Yes”, the process proceeds to Step 455, where a warning lamp 66 turn-off instruction signal is sent, and in the subsequent Step 460, the value of the flag TILT2 in the backup RAM 52 is changed from “1” to “0”, and then continued. In step 465, a clear instruction signal for the value of the flag TILT1 is transmitted to the CPU 71 of the airbag controller 70. Thereby, the warning lamp 66 is turned off.

  At this time, the CPU 71 of the airbag controller 70 that repeatedly executes the routine of FIG. 3 determines “Yes” when the routine proceeds to step 335, proceeds to step 340, and sets the value of the flag TILT 1 in the backup RAM 72 to “1”. To “0” (that is, the tilt information is deleted).

  Accordingly, the CPU 51 of the brake controller 50 that repeatedly executes the routine of FIG. 4 determines “Yes” again when the process proceeds to step 410, and performs the processes after step 415. That is, the processes of steps 425 and 430 are executed, and the ESC control can be executed again.

  In this way, when the above-mentioned “flag TILT1 value clear instruction signal” is sent from the diagnostic unit via the connector S1 (thus, when the value of the flag TILT1 becomes “0”), the ESC control can be executed. At the same time, the warning lamp 66 is turned off. In other words, the “control prohibition / warning process” is not executed, and the vehicle returns to the reference state described above.

  As described above, the case where the dealer or the like has been able to make the mounting posture of the integrated unit IU coincide with the reference posture by the repair related to the adjustment of the mounting posture of the integrated unit IU has been described. However, depending on the situation of the vehicle, there may be a case where it is difficult or impossible to repair the integrated unit IU so that the mounting posture of the integrated unit IU matches the reference posture.

  In such a case, an operator such as a dealer, on the condition that all other functions of the integrated unit IU except for the outputs of the vehicle behavior sensors 63, 64, 65 are normal are the vehicle behavior sensors 63, 64, 65. A second vehicle behavior sensor (that is, a yaw rate sensor, a roll rate sensor, and a pitch rate sensor) of the same model number is connected to the connector S2, and the second vehicle behavior sensor is the center floor panel (tunnel) described above. Can be mounted and fixed near the center of gravity of the vehicle.

  In the vicinity of the center of gravity of the vehicle on the center floor panel (tunnel), the impact due to the collision of the vehicle is difficult to be transmitted. Therefore, even if the vehicle collides, the portion that fixes the second vehicle behavior sensor on the center floor panel (tunnel) is distorted. Is unlikely to occur. Therefore, in this case, the second vehicle behavior sensor can be mounted on the vehicle body in a state where the mounting posture matches the reference posture. That is, the output of the second vehicle behavior sensor can be a value that accurately represents the behavior of the vehicle.

  Then, when an operator such as a dealer confirms that the mounting posture of the second vehicle behavior sensor matches the reference posture, the above-described diagnostic unit is connected to the connector S1, and the “flag TILT1” is connected from the diagnostic unit. The diagnostic unit is operated so that a “clearing instruction signal of the value of“ is sent out ”. As a result, as described above, the value of the flag TILT1 in the backup RAM 72 is changed from “1” to “0”.

  As described above, when the second vehicle behavior sensor is connected to the connector S2, the CPU 51 of the brake controller 50 that repeatedly executes the routine of FIG. 4 determines “Yes” when the routine proceeds to step 415. The process proceeds to step 470, and the yaw rate Yrate, the roll rate Rrate, and the pitch rate Prate are acquired from the second vehicle behavior sensor connected to the connector S2 instead of the vehicle behavior sensors 63, 64, 65. Become. Thereby, even if the mounting posture of the integrated unit IU remains tilted from the reference posture, the ESC control can be appropriately executed based on the output of the second vehicle behavior sensor.

  As described above, in the vehicle motion control apparatus according to the embodiment of the present invention, the vehicle behavior sensors 63, 64, 65 are integrally disposed in the integrated unit IU in which the HU 40 and the controller 50 are integrated. Has been. When the acceleration Gfr detected by the acceleration sensor 81fr (satellite sensor) for air bag deployment control mounted in the vicinity of the integrated unit IU exceeds the threshold value Gth, this motion control device is It may be determined that the mounting posture of the IU may be tilted more than a predetermined degree from the reference posture (that is, it is determined that a tilt signal has been generated), and execution of ESC control is prohibited, and Then, the warning lamp 66 is turned on to notify the vehicle driver of the occurrence of an abnormality in the mounting posture of the integrated unit IU (that is, “control prohibition / warning process” is executed).

  Thereby, when there is a possibility that the mounting posture of the integrated unit IU with respect to the vehicle body (that is, the mounting posture of the vehicle behavior sensors 63, 64, 65) may be tilted from the reference posture, the execution of ESC control is prohibited. This prevents the occurrence of a situation where the ESC control is improperly executed based on the outputs of the vehicle behavior sensors 63, 64, and 65 that may not accurately represent the vehicle behavior. In addition, the warning lamp 66 is lit to repair the driver regarding adjustment of the mounting posture of the integrated unit IU (specifically, the distortion of the frame, panel, etc. for fixing the integrated unit IU to the vehicle body is removed) Repairs to be performed).

  In addition, when the “control prohibition / warning process” is executed, even if a collision occurs, the mounted parts, devices, etc. are not easily replaced in the backup RAM 72 of the airbag controller 70 mounted in the center of the vehicle body. “Tilt information” (flag TILT1 = 1) is stored. In addition, the “control prohibition / warning process” is continued until “inclination information” is erased by an operator such as a dealer when the repair is completed (that is, as long as the flag TILT1 = 1). Accordingly, the ESC control can be reliably prohibited until the repair related to the adjustment of the mounting posture of the integrated unit IU is completed. As a result, the above-described vehicle motion control is performed while the mounting posture of the integrated unit IU is tilted from the reference posture. Can be reliably prevented from occurring.

(Second Embodiment)
Next, a vehicle motion control apparatus according to a second embodiment of the present invention will be described. FIG. 5 shows a schematic configuration of a vehicle equipped with the motion control device according to the second embodiment. As can be understood from FIG. 5, in the second embodiment, the acceleration sensor 81fr is integrated only in that the acceleration sensor 81fr for airbag expansion control used as the “tilt detection sensor” is built in the integrated unit IU. Different from the first embodiment mounted on the vehicle separately from the unit IU.

  Thus, even when an acceleration sensor (collision detection sensor) that functions as an “inclination detection sensor” is built in the integrated unit IU, the output of the sensor is used to fix the integrated unit IU to the vehicle body due to a vehicle collision. This is a value that accurately represents the degree of impact applied to the frame panel (and hence the degree of distortion of the frame panel). That is, the output of the acceleration sensor 81fr in the second embodiment is also a value that accurately represents the degree to which the mounting posture of the integrated unit IU with respect to the vehicle body is tilted from the reference posture due to the collision of the vehicle. The second embodiment is also the first embodiment. The same actions and effects can be achieved.

(Third embodiment)
Next, a vehicle motion control apparatus according to a third embodiment of the present invention will be described. FIG. 6 shows a schematic configuration of a vehicle equipped with the motion control device according to the third embodiment. In the third embodiment, an acceleration sensor 67 as a vehicle behavior sensor is built in the integrated unit IU, and the acceleration sensor 67 is used (also used as a “tilt detection sensor”). This is different from the first and second embodiments in which an acceleration sensor 81fr for airbag development control is used as a “sensor”.

  Similarly to the output of the acceleration sensor 81fr in the second embodiment, the output of the acceleration sensor 67 built in the integrated unit IU accurately represents the degree to which the mounting posture of the integrated unit IU with respect to the vehicle body tilts from the reference posture due to a vehicle collision. Value.

  The acceleration sensor 67 detects the acceleration at the mounting position of the integrated unit IU and outputs a signal indicating the acceleration Giu. Since the acceleration sensor 67 is an acceleration sensor for performing vehicle stabilization control (for example, the ESC control or the like), the detectable acceleration range (upper limit value) is smaller than that of the acceleration sensor 81fr.

  For this reason, the upper limit value Glim of the acceleration Giu is smaller than the above-described threshold value Gth for the acceleration Gfr obtained from the acceleration sensor 81fr. When the actual acceleration to be detected by the acceleration sensor 67 is larger than the threshold value Gth, the acceleration Giu is maintained at the upper limit value Glim. Therefore, it is impossible to directly detect “acceleration exceeds the threshold value Gth” using the acceleration sensor 67. In other words, it cannot be directly determined that the “tilt signal” is generated using the acceleration sensor 67. For this reason, in the third embodiment, it is determined that the “tilt signal” is generated as follows.

  As shown in FIG. 7, when the actual acceleration at the mounting position of the integrated unit IU increases and exceeds the threshold value Gth due to the occurrence of a collision or the like, while the actual acceleration exceeds the upper limit value Glim, The acceleration Giu is maintained at the upper limit value Glim. Hereinafter, this period is referred to as “period Tlim” (see FIG. 7). In addition, when the mounting posture of the integrated unit IU with respect to the vehicle body (that is, the mounting posture of the acceleration sensor 67) is tilted from the reference posture, the time average value of acceleration Giu obtained from the acceleration sensor 67 (hereinafter referred to as “zero point”). .) Is off.

  From the above, in the third embodiment, the period Tlim is equal to or longer than the predetermined period, and the difference ΔGave between the zero point Gave1 before the period Tlim and the zero point Gave2 after the period Tlim (see FIG. 7). ) Is greater than or equal to a predetermined value, it is determined that an “inclination signal” has occurred. As a result, the “control prohibition / warning process” is executed. Thereby, 3rd Embodiment can show | play the effect | action and effect similar to the said 1st, 2nd embodiment.

  The present invention is not limited to the above embodiments, and various modifications can be adopted within the scope of the present invention. For example, in the first and second embodiments, three sensors, a yaw rate sensor, a roll rate sensor, and a pitch rate sensor, are used as the vehicle behavior sensor. However, any of these three sensors may be used as the vehicle behavior sensor. Or any two of them may be used, and instead of or in addition to these three sensors, a longitudinal acceleration sensor, a lateral acceleration sensor, and a vertical acceleration sensor may be used.

  In the first and second embodiments, an acceleration sensor for airbag expansion control is used as the inclination detection sensor used for performing the “control prohibition / warning process”. An acoustic sensor for air bag deployment control may be used as the sensor.

  Furthermore, as the tilt detection sensor, an acceleration sensor and / or an acoustic sensor mounted in a vehicle collision damage reduction system may be used. The “collision damage reduction system” is also called a pre-crash safety system, and is, for example, a system that winds up a seat belt at the time of a collision, a system that moves a headrest forward at the time of a collision, or the like.

  Further, in each of the above-described embodiments, when the airbag is deployed, the control prohibit / warning process is performed when the airbag deployment condition is satisfied under the assumption that the vehicle cannot be re-run after that. Although it is configured not to be executed, the “control prohibition / warning process” may be executed even when the airbag deployment condition is satisfied.

  In each of the above embodiments, the “tilt information” (flag TILT = 1) is configured to be stored in the backup RAM 72 of the airbag controller 70 corresponding to the “center portion of the vehicle body”. The “tilt information” may be stored in storage means such as an instrument panel unit and a cluster panel unit as the “center portion of the vehicle body”.

  Further, in the first and second embodiments, when the “flag TILT1 value clear instruction signal” is sent, the value of the flag TILT2 in the backup RAM 52 of the brake controller 50 is changed from “1” to “0”. Although it is configured so as to be changed, the value of the flag TILT2 in the backup RAM 52 may be maintained at “1” even if the “clear instruction signal of the value of the flag TILT1” is transmitted (that is, it may be configured). Step 460 of FIG. 4 may be deleted).

  In the first and second embodiments, when the acceleration Gfr detected by the acceleration sensor 81fr exceeds the threshold value Gth (that is, when the “inclination signal” is generated), the airbag controller 70 The CPU 71 is configured to directly set the value of the flag TILT1 in the backup RAM 72 to “1”. However, when the tilt signal is generated, the CPU 51 of the brake controller 50 that has received that the tilt signal has been generated. The CPU 71 of the airbag controller 70 may be instructed to set the value of the flag TILT1 to “1”.

  In addition, the amount of deviation of the mounting posture of the vehicle behavior sensor relative to the vehicle body after the integrated unit is assembled to the vehicle body is obtained, and the vehicle behavior sensor output is corrected using the obtained amount of deviation (zero point correction is performed). ), It is also conceivable that the vehicle motion control is executed based on the corrected vehicle behavior sensor output (for example, see Japanese Patent Application No. 2004-374051). In such a case, when the deviation amount of the mounting posture of the vehicle behavior sensor from the reference posture is larger than a predetermined level, instead of performing the correction of the vehicle behavior sensor output, the “reference posture of the mounting posture of the vehicle behavior sensor” It is preferable that a warning is given to notify the vehicle driver that the amount of deviation from the vehicle is larger than a predetermined level.

1 is a schematic configuration diagram of a vehicle equipped with a vehicle motion control device according to a first embodiment of the present invention. FIG. 2 is a schematic configuration diagram of a brake fluid pressure generating unit and a hydraulic unit shown in FIG. 1. 3 is a flowchart showing a routine executed by a CPU of the airbag controller shown in FIG. 1. 2 is a flowchart showing a routine executed by a CPU of the brake controller shown in FIG. It is a schematic block diagram of the vehicle carrying the vehicle motion control apparatus which concerns on 2nd Embodiment of this invention. It is a schematic block diagram of the vehicle carrying the vehicle motion control apparatus which concerns on 3rd Embodiment of this invention. It is a time chart which showed the change of the output signal of the acceleration sensor built in the integrated unit in the case where "control prohibition / warning process" is executed in the third embodiment of the present invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Vehicle motion control apparatus, 30 ... Brake hydraulic pressure generation part, 40 ... Hydraulic unit, 50 ... Brake controller, 51 ... CPU, 52 ... Backup RAM, 63 ... Yaw rate sensor, 64 ... Roll rate sensor, 65 ... Pitch Late sensor, 70 ... air bag controller, 71 CPU, 72 ... backup RAM, 81cen, 81fr, 81fl, 81rr, 81rl ... acceleration sensor, 67 ... acceleration sensor

Claims (10)

An actuator (MT, PUrr, etc.) for controlling the movement of the vehicle, a vehicle behavior sensor (63, 64, 65, 67) for outputting a signal (Yrate, Rrate, Prate, Giu) representing the behavior of the vehicle, and An integrated unit in which a controller (50) for controlling the actuator (MT, PUrr, etc.) based on output signals (Yrate, Rrate, Prate, Giu) of the vehicle behavior sensor (63, 64, 65, 67) is integrated. (IU) a vehicle motion control device comprising:
A tilt detection sensor (81fr, 67) that outputs a tilt signal indicating that the mounting posture of the integrated unit (IU) with respect to the vehicle body of the vehicle may be tilted more than a predetermined degree from a reference posture, and based on the tilt signal In a vehicle motion control device applied to a vehicle equipped with a warning device (66) for giving a warning regarding the motion control device,
The controller (50)
When the tilt detection sensor (81fr, 67) outputs the tilt signal, control of the actuator (MT, PUrr, etc.) is prohibited (410) and the warning device (66) is caused to execute the warning (440). A vehicle motion control apparatus comprising control prohibition / warning means (routine of FIG. 4) for performing control prohibition / warning processing. The vehicle motion control device according to claim 1,
A collision detection sensor (81fr, 67) that detects a collision of the vehicle is used as the inclination detection sensor, and a signal that indicates that the degree of collision of the vehicle is greater than a predetermined degree is used as the inclination signal. Motion control device. The vehicle motion control device according to claim 2,
A vehicle motion control device in which an airbag (AB1-AB4) and / or an acceleration sensor (81fr) mounted in the vehicle collision damage reduction system and / or an acoustic sensor are used as the collision detection sensor. The vehicle motion control apparatus according to claim 3,
The vehicle includes a plurality of the collision detection sensors (81fr, 81fl, 81sr, 81sl, 81cen) mounted at different positions from the integrated unit (IU),
The control prohibition / warning means (routine in FIG. 4)
The control is prohibited when a sensor (81fr) mounted closest to the integrated unit (IU) among the plurality of collision detection sensors (81fr, 81fl, 81sr, 81sl, 81cen) outputs the tilt signal. A vehicle motion control device configured to perform warning processing (315, 330, 410, 440). In the vehicle motion control apparatus according to claim 3 or 4,
The inclination signal indicates that the degree of the collision of the vehicle is larger than a predetermined degree lower than the degree corresponding to the start of the control of the airbag (AB1-AB4) and / or the collision damage reduction system of the vehicle. A vehicle motion control device in which signals are used. The vehicle motion control apparatus according to any one of claims 1 to 5,
The vehicle includes storage means (72) for storing inclination information (TILT1 = 1) when the inclination detection sensor (81fr, 67) outputs the inclination signal.
The control prohibition / warning means (routine in FIG. 4)
A vehicle motion control device configured to continue the control prohibition / warning process (410, 440) as long as the tilt information (TILT1 = 1) is stored in the storage means (72). The vehicle motion control device according to any one of claims 1 to 6,
In addition to the vehicle behavior sensors (63, 64, 65, 67) integrated in the integrated unit (IU), signals (Yrate, Rrate) which are mounted in a substantially central portion of the vehicle body and which represent the behavior of the vehicle. , Prate) and a second vehicle behavior sensor that outputs
The controller (50)
An input unit (S2) for inputting the output of the second vehicle behavior sensor is provided, and the actuator (MT, PUrr, etc.) is provided based on the output signals (Yrate, Rrate, Prate) of the second vehicle behavior sensor. A vehicle motion control device configured to be controllable (415, 470). The vehicle motion control device according to claim 2,
The collision detection sensor (81fr) is a vehicle motion control device mounted on the vehicle separately from the integrated unit (IU). The vehicle motion control device according to claim 2,
The collision detection sensor (81fr, 67) is a vehicle motion control device mounted on the integrated unit (IU). The vehicle motion control apparatus according to claim 9,
The vehicle motion control device using the vehicle behavior sensor (67) that outputs a signal (Giu) representing acceleration / deceleration of the vehicle as a signal representing the behavior of the vehicle as the collision detection sensor.

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