JP4747722B2 - Vehicle rollover prevention device - Google Patents

Description

  The present invention relates to a vehicle rollover prevention device, and more particularly to a rollover prevention device when an automobile turns.

Conventional technologies for preventing vehicle rollover include: (1) The roll angle and roll angular velocity are obtained from the output of the height sensor installed between the left and right chassis and the suspension, and the roll angle and roll angle are expected to exceed the rollover limit. When the roll angular velocity threshold 1 is exceeded, an alarm is issued to prompt the driver to decelerate the vehicle speed, and when the threshold 2 near the limit is exceeded, deceleration control is performed from the device side to avoid rollover (for example, (See Patent Document 1.), (2) Based on the outputs of the vehicle speed sensor and lateral acceleration sensor installed in the vehicle, the state where the vehicle speed exceeds a certain threshold and the lateral acceleration exceeds a predetermined threshold continues for a predetermined time. In this case, it is determined that there is a risk of vehicle rollover and the vehicle is automatically decelerated (see, for example, Patent Document 2), and (3) a vehicle speed sensor, a steering angle sensor installed in the vehicle, and Load sensor output and A map that correlates the vehicle speed, steering angle, load capacity, and rollover risk area that is prepared, and if it is judged that there is a risk of rollover, an alarm is issued to prompt the driver to decelerate and avoid rollover (for example, patents) Reference 3).
JP 2002-166745 A JP 2001-58563 A Japanese Patent Laid-Open No. 10-100773

  Regarding the above Patent Documents 1 and 2, it is necessary to set a large number of threshold values for each vehicle or vehicle type in advance based on experiments, and it is difficult to obtain an optimum value corresponding to every situation. Even if the value can be set, the braking force to be controlled is intermittent and there is no strength, so smooth control is not performed, and the driver feels uncomfortable or, in extreme cases, the driver is surprised and suddenly unsafe etc. There is a possibility that it may run into various athletic activities and it is dangerous.

  Regarding the above-mentioned Patent Document 3, it is a mere alarm generation device, the actual rollover prevention operation is left to the driver, and it may not be possible to prevent the rollover unless the driver notices it. The vehicle attitude is predicted from the vehicle speed, the steering angle, and the load, and the accuracy of the rollover prevention is not possible because the accuracy is poor.

  Accordingly, an object of the present invention is to provide an apparatus capable of preventing a rollover when turning a vehicle with high accuracy and accuracy.

In order to achieve the above object, a rollover prevention device for a vehicle according to the present invention receives acceleration / deceleration control according to means for detecting each parameter of the roll state and turning state of the vehicle and the actual steering angle required by the driver. the yaw with obtaining the yaw moment due to the actual steering angle and the braking force difference required when following the norms turning model of the vehicle performs feedback control of the parameters of the revolving state so as to actually turning the vehicle in the absence Braking force that should be distributed to each wheel by adding the force that distributes the moment in the braking direction of each wheel and the force that distributes the force calculated by the required deceleration to suppress the detected rolling state of the vehicle. A calculating unit for determining the braking force of each wheel based on the braking force, an actual steering angle control for controlling the actual steering angle of the vehicle based on the actual steering angle And when the calculated braking force to be distributed to each wheel has a force in the direction opposite to the braking direction of each wheel, the arithmetic unit calculates the braking force to be distributed so as to secure the yaw moment. It is characterized by performing a correction operation .

  That is, in the present invention, firstly, the roll state of the vehicle (for example, the roll angle before and after the vehicle) is detected, and the turning state of the vehicle (for example, the yaw rate and the side slip angle (slip angle) of the vehicle) is detected.

Then, the calculation unit uses a reference turning model of the vehicle when not subjected to acceleration / deceleration control, and feedback-controls the parameters of the turning state so that the turning of the vehicle follows the reference turning model. Feedback control at this time is performed according to the actual steering angle required by the driver. As a result, the yaw moment based on the difference between the actual steering angle and the left / right braking force required for the standard turning is obtained, so that the force that distributes the yaw moment in the braking direction of each wheel and the roll of the vehicle detected as described above. request deceleration for suppressing state (which is determined by the parameters of the rolling state) obtaining the braking force to be dispensed by adding the force more determined respectively to each wheel. Further, the calculation unit performs a calculation for correcting the braking force to be distributed so as to secure the yaw moment when the braking force to be distributed to each wheel has a force opposite to the braking direction of each wheel.

  The braking force applied to each wheel from the calculation unit is applied to the braking force control means to control the braking force of each wheel.

  At the same time, the actual rudder angle control means that receives the actual rudder angle obtained by the arithmetic unit controls the actual rudder angle of the vehicle (not the steering angle of the steering wheel).

  In this way, it is possible to suppress an adverse effect on the travel locus when a braking force is applied in order to prevent a rollover during turning of the vehicle.

Further, the vehicle rollover prevention device according to the present invention provides a vehicle standard turning when the vehicle is not subjected to acceleration / deceleration control according to the means for detecting each parameter of the roll state and turning state of the vehicle and the actual steering angle required by the driver. Obtaining the yaw moment based on the difference between the actual steering angle and the left / right braking force required for feedback control of the parameters of the turning state so as to actually turn the vehicle following the model, and calculating the yaw moment in the braking direction of each wheel A calculation unit for determining a braking force to be distributed to each wheel by adding the force distributed to the wheel and the force obtained by distributing the force calculated by the requested deceleration for suppressing the detected roll state of the vehicle , A braking force control means for controlling the braking force of each wheel based on the braking force, and an auxiliary steering force control for assisting the steering force applied by the driver based on the actual steering angle. And means, and corrects the braking force to be dispensed to secure the yaw moment when the operation unit have a braking direction opposite to the direction of the force of the respective wheel braking force to be distributed to each determined wheel It is characterized by performing an operation .

  That is, in this case, the actual steering angle is not controlled, but the assist force for returning the steering wheel so as to obtain the required actual steering angle is performed as auxiliary steering force control.

In the above calculation unit, when the yaw moment is zero, it can be a braking force to be該配minutes, and braking force proportional to the wheel load.

  In this case, when the yaw moment is substantially zero, a braking force by a normal vertical load is applied to each wheel.

  As described above, according to the present invention, when a braking force is applied in order to suppress the roll state that occurs when the vehicle turns, the load on the front and rear changes, so that the wheel load changes and the turning radius (traveling locus) is determined by the driver. Contrary to this, it changes. In order to prevent this and make the turning trajectory in line with the driver's intention, that is, in accordance with the normative model, when braking force control is performed during turning, the braking force distributed to each wheel is appropriately controlled and adjusted. Steering control (actual steering angle / steering assist force control) is performed.

Example [1]
FIG. 1 shows an embodiment [1] of a vehicle rollover prevention device according to the present invention. In this embodiment, four vehicle height sensors provided respectively for each wheel T1~T4 roll angle detecting unit 1 _- 1 to 1 _- 4 (. Which hereinafter occasionally represented by a reference numeral "1") is provided ing. The output H _i (i = 1 to 4) of the vehicle height sensor 1 is given to the controller 2. The controller 2, wheel load sensor 3 also respectively provided for each wheel T1-T4 _- 1 to 3 _- 4 Output F _zi (i from (hereinafter, occasionally represented by a reference numeral "3".) = 1 to 4), the output V from the vehicle speed sensor 4, the gear ratio signal from the gear shift sensor 5, the signal indicating the brake operation ON / OFF from the brake operation sensor 6, and the output δ from the steering angle sensor 7. _h , an engine torque signal from the engine control ECU 8, a signal indicating clutch operation ON / OFF from the clutch operation sensor 9, an output yaw rate γ from the yaw rate sensor 12, and a skid angle β from the skid angle sensor 13 are input. is doing.

Then, the controller 2 gives a braking force signal F _xi (F _xdm ) to the brake control ECU 10 after performing a predetermined calculation, and the brake control ECU 10 further generates a braking force for each of the wheels T1 to T4. It is sent to the control unit 11. Further, the controller 2 sends the actual rudder angle δ obtained by the predetermined calculation to the actual rudder angle control unit 15 via the drive unit 14. The actual rudder angle control unit 15 is provided with an actual rudder angle sensor 16, and the drive unit 14 to which the output signal of the actual rudder angle sensor 16 is input performs feedback control on the actual rudder angle control unit 15. The actual steering angle sensor 16 is provided in the steering unit 17. The steering unit 17 is interlocked with a steering wheel (steering wheel) 18, and the steering angle δ _h is detected by the steering angle sensor 7.

  FIG. 2 shows basically the same apparatus as the vehicle rollover prevention device according to the present invention shown in FIG. 1, except that the internal configuration of the controller 2 is shown in more detail.

That is, the controller 2 calculates the relative roll angle θ _f , θ _r and the relative roll angular velocity ω _f , ω _r based on the output H _i of the vehicle height sensor 1, and the outputs of the sensors 3 to 6 and 9 Necessary from the estimation unit 2_2 that estimates the vehicle weight W based on the signal and the engine torque from the engine control ECU, the output of the calculation unit 2_1, the outputs of the sensors 4, 7, 12, and 13, and the estimation result of the estimation unit 2_2 And a calculation unit 2_3 that calculates a deceleration a _xi , a braking force F _xi, and an actual steering angle δ.

  When the vehicle weight W is known in advance, the vehicle weight estimation unit 2_2 is not necessary.

Figure 3 shows the arrangement in a vehicle height sensor 1, as shown in FIG. (1) and (2), the vehicle height sensor 1 on the front side of the vehicle 100 _- 1 and 1 _- 2 provided, and it detects the vehicle height between the unsprung on-spring provided 4 _- 3 and 1 _- height sensor 1 at the rear side. As will be described later, the vehicle height sensor 1 is used to determine the roll angle θ _{f on the} front side of the vehicle and the roll angle θ _r on the rear side of the vehicle, and these are respectively time differentiated to calculate the roll angular velocities ω _f and ω _r . However, the reverse, that is, as shown in FIGS. 1 and 2, roll angular velocity sensors 20_1 and 20_2 are provided before and after the vehicle 100 to detect the roll angular velocities ω _f and ω _r , respectively. The roll angles θ _f and θ _r may be obtained by integrating the detected roll angular velocities ω _f and ω _r over time.

  FIG. 4 is a flowchart showing the calculation process executed by the controller 2 shown in FIGS. 1 and 2, and the operation of the embodiment [1] shown in FIGS. explain.

  First, the controller 2 reads the outputs from the sensors 1, 3 to 7, 9, 12, and 13 (step S1).

After this, the required deceleration a _x is expressed by the following equation shown in step S2
a _x = C ₁ │ω _f -ω _r │ + C ₂ (│θ _r │-│θ _f │)
Ask based on. That is, the required deceleration a _x is obtained using the roll angles θ _f , θ _r , roll angular velocities ω _f , ω _r and constants C ₁ , C ₂ from the computing unit 2_1 shown in FIG. In step S2, the necessary yaw moment M _zb and actual steering angle δ are calculated.

Here, the calculation of the yaw moment M _zb and the actual steering angle δ will be described below. Each parameter used in each of the following formulas constitutes another parameter because the subscripts are different even if the capital letters are the same.

  First, when the vehicle is turning in a steady circle, the following relational expression is established by setting the actual steering angle of the front wheel of the vehicle as δ.

ここで、ρは旋回半径、Lはホイールベース、L_fは前軸重心間距離、L_rは後軸重心間距離、K_f,K_rは前後タイヤコーナリングパワー、mは車両質量を示している。

Here, ρ is the turning radius, L is the wheel base, L _f is the distance between the center of gravity of the front axle, L _r is the distance between the centers of gravity of the rear axes, K _f and K _r are the cornering powers of the front and rear tires, and m is the vehicle mass. .

According to the above formula (1), it can be seen that even when the rudder angle is constant and the vehicle speed change is small, the turning characteristics of the vehicle depend on the tire characteristics K _f and K _r . This value is a function of wheel load, that is, F _zi , and generally has characteristics as shown in FIG. When accelerating and decelerating a vehicle, load movement generally occurs before and after the vehicle and the wheel load changes, so K _f and K _r also change accordingly, resulting in a turning radius ρ, that is, traveling The trajectory will change against the will of the driver.

On the other hand, when a four-wheel vehicle as shown in FIG. 3 is considered with a two-degree-of-freedom vehicle model (two-wheel model) as shown in FIG. 6, the equation of motion when turning the vehicle is generally expressed as Is done. Where I _z is the yaw moment of inertia of the vehicle.

From this equation (2), it can be seen that the turning motion of the vehicle is determined by the side slip angle β and the yaw rate γ of the vehicle. That is, the left side of Equation (2) represents the motion state of the vehicle, and the right side represents the driver's input, but even if K _f and K _r change due to acceleration and deceleration, the input side δ is adjusted, In addition, by adding some new input to the right side, the right side and the left side can be made equal, β and γ representing the motion of the vehicle can be kept at the same value, and the same traveling locus can be kept.

Therefore, when controlling the turning parameters β and γ so that the actual vehicle β and γ follow the output β _m and γ _{m using} the vehicle state when there is no acceleration / deceleration as the turning reference model. Considering that the yaw moment M _zb due to the difference between the actual steering angle δ and the braking force on the left and right is appropriately controlled to suppress the adverse effect on the travel locus when the braking force is applied to prevent rollover.

  For example, when Expression (2) is expressed in the form of a state equation, the following expression is obtained.

に追従する簡単なサーボ系を構成することを考える。すなわち、

を満たすようにすればよいから、これをラプラス変換して変形すれば、

となり、ドライバが要求する実舵角δ_dに対し上記式(4)のx_mになるよう、車両の実舵角δと左右制動力差によるヨーモーメントM_zbを制御すればよいことになる。 Here, no matter what disturbance is applied to the vehicle, the actual steering angle δ _d required by the driver obtained by dividing the steering angle δ _{h of the} driver by the steering gear ratio, so as to show the response of the above formula (3), Using this as a reference model, the output vector

Consider constructing a simple servo system that follows the above. That is,

If this is transformed by Laplace transformation,

Thus, it is only necessary to control the actual steering angle δ of the vehicle and the yaw moment M _zb due to the difference between the left and right braking forces so that x _m in the above equation (4) is obtained with respect to the actual steering angle δ _d requested by the driver.

Here, when the yaw moment M _zb is added to the control input, the equation (2) can be rewritten as the following equation.

  When this is transformed into the state equation, the following equation is obtained.

ここで、制御入力を次式のように、

と置いて、最適サーボ系を考えると図7のようになり、フィードバックゲイン行列F,Kを適切に設定すれば、実車100の旋回運動xと、目標とすべき車両の規範モデル200の旋回運動x_mとを比較しながら、その差とドライバの要求実舵角δ_dに応じて、横転を防止するべく制動力a_xが掛かった場合の走行軌跡への悪影響を抑制する為に、最適な実舵角δと左右制動力差によるヨーモーメントM_zbを決定できる。

Here, the control input is as follows:

If the optimum servo system is considered, it becomes as shown in FIG. 7, and if the feedback gain matrices F and K are appropriately set, the turning motion x of the actual vehicle 100 and the turning motion of the reference model 200 of the vehicle to be targeted In order to suppress the adverse effect on the running track when braking force a _x is applied to prevent rollover according to the difference and the driver's actual steering angle δ _d while comparing x _m The yaw moment M _zb can be determined based on the actual steering angle δ and the left / right braking force difference.

In the servo system of FIG. 7, the required deceleration a _x is not included and it seems that the braking force is not considered, but the output x of the actual vehicle 100 is the yaw rate γ and the actual steering angle β. As a result, the state where the braking force is applied is substantially included.

  Here, an example for specifically obtaining F and K is shown below.

  First, considering x and u as state variable vectors, equations (8) and (9) can be summarized as follows.

また、

と置けば、定常値は次式で表される。

Also,

The steady value is expressed by the following equation.

次に、

と置き、式(10)及び(12)より、定常値からの誤差システムを求めてみる。

next,

Then, the error system from the steady value is obtained from the equations (10) and (12).

と定義すれば

に

の状態フィードバックをしたレギュレータとみなせる。そこで、重み行列

を適宜設定し、

を最小にするvを求めると、最適レギュレータ問題を解いて

を得ることができ、これは式(16)の形式と一致する。よって式(14)より、F,Kは

となる。ここで、F_e ⁰は具体的には、式(15)および(18)においてそれぞれ、

と置いたとき、

となる。
ただし、Pは

を満たす4×4の行列である。 This error system is now

If defined as

In

It can be regarded as a regulator that provides state feedback. So, the weight matrix

Is set as appropriate,

Solve for the optimal regulator problem

Which is consistent with the form of equation (16). Therefore, from equation (14), F and K are

It becomes. Here, F _e ⁰ is specifically represented in formulas (15) and (18), respectively.

When I put

It becomes.
Where P is

It is a 4x4 matrix that satisfies

As described above, the control may be performed based on the actual steering angle δ and the braking force control yaw moment M _zb. However, considering the deceleration required by the rollover prevention control, the yaw moment M _zb is set to the required control for each wheel T1 to T4. It is necessary to allocate power.

Here, first, it is determined whether or not the yaw moment M _zb is zero (step S3). As a result, when M _zb = 0, the braking force (vertical load) F _zi = m · a _x · F _zi / ΣF _zi proportional to the output F _zi from the wheel load sensor 3 for each wheel T1 to T4 (Step S4).

On the other hand, when M _zb ≠ 0, the distributed braking force F _xdm of each wheel is distributed as shown in the following equation in consideration of the wheel load on each wheel and the braking force by rollover prevention control (step S5).

In this case, there is a possibility that a wheel having a driving force (F _xi polarity +) may occur depending on the conditions. In this case, the yaw moment M _zb is prioritized (step S6), and the wheel becomes (+). Is added as a braking force to the opposite wheels on the left and right sides to ensure vehicle stability.

That is, for example, in the relationship between the front wheels T1 and T2, if the braking force F _x1 to the wheel T1 is (+) as shown in FIG. 8 (1), the driving force is indicated, so that the same yaw moment is generated. As shown in FIG. 2 (2), F _x1 = 0 and a braking force F _x2 -F _x1 to the wheel T2 may be applied (steps S7 to S9).

This is similarly performed for the other braking forces F _x2 , F _x3 and F _x4 (steps S10 to S18).

Incidentally, gross vehicle weight estimation unit 2 _- In 2, as described above, the vehicle speed signal V from the vehicle speed sensor 4, the output signal of the clutch operation sensor 9, the output signal from the brake operation sensor 6, from the gear shift sensor 5 It is well known that the total vehicle weight W can be estimated using the gear ratio indicated by the gear shift signal and the engine torque from the engine control ECU 8.

となり、これに基づき、コントローラ2は、ブレーキ制御ECU10を介して各輪ブレーキ制御ユニット11を制御する（ステップS19）。なお、R₀はタイヤ半径を示す。 As a result, the required braking torque for each wheel is

Based on this, the controller 2 controls each wheel brake control unit 11 via the brake control ECU 10 (step S19). R ₀ indicates the tire radius.

  Similarly, the actual steering angle δ is given from the controller 2 to the drive unit 14, and the steering angle of the steering unit 17 is controlled to δ through the actual steering angle control unit 15 and its sensor 16 (step S19). .

Example [2]
FIG. 9 shows an embodiment [2] of the vehicle rollover prevention device according to the present invention. This embodiment is different from the above-described embodiment [1] in that the drive unit 14 is coupled to the steering force auxiliary control unit 21, and this is detected and controlled by the steering torque sensor 22. The sensor 22 is attached to the steering wheel 18.

  That is, in this embodiment, steering force assist control is performed, and this operation will be described with reference to the flowchart of FIG. This flowchart is different in that step S20 is added to the flowchart of FIG. 4 and that step S21 is replaced with step S19.

  First, since the required actual steering angle δ is determined in step S2, a steering correction coefficient is calculated in step S20.

  This subroutine is shown in FIG. 11, where F1 and F2 are flags, which are set to “0” during system initialization (eg at engine start) and “1” during system operation. (Step S42), the flowchart is drawn.

After checking the contents of the flag F1 (step S31), the current steering angle δ _h2 and the past steering angle δ _h1 are initially set to the steering angle in order to determine whether the driver is currently steering the steering wheel 18 left or right. After making “δ _h ” (steps S32, S33), the comparison is made (steps S34, S35), and either “-1, 0, 1” is assigned to the flag F2 depending on their relative magnitude relationship (steps) S36 to S38).

Next, the steering angle δ _h is divided by the steering gear ratio k _δ , and δ _df is obtained by multiplying the value obtained by subtracting the required actual steering angle δ by the flag F2 (step S39), and using this value A steering correction coefficient k _c is calculated from the function shown in step S40 and given to the drive unit 14.

This function is set to a monotonically increasing function in which k is “1” when δ _df is “0”. Therefore, the state in which the steering wheel 18 must be increased, that is, the absolute value of the required actual steering angle δ is larger than the absolute value of the steering angle δ _h and the driver is attempting to increase the steering wheel 18, that is, the current the absolute value of the steering angle [delta] _h2 is the larger than the absolute value of the previous steering angle [delta] _h1 is set to the correction coefficient k _c is "1" greater than. In the opposite case, the correction coefficient k _c is set to a value smaller than “1”, and to “1” if there is no difference. Then, replace the current steering angle [delta] _h2 past steering angle [delta] _h1, and the flag F1 "1" (step S41, S42).

Based on the value of the correction coefficient k _c, the steering force assist control unit 21 is driven according to the flowchart shown in FIG.

First, the basic steering force assist coefficient k ₀ corresponding to the vehicle speed signal V from the vehicle speed sensor 4 is determined from the map (step S51). Then, a value obtained by multiplying the coefficients k _c and k ₀ is set as a steering force assist coefficient k (step S52). Accordingly, the steering force auxiliary coefficient k by the basic steering force assisting coefficient k ₀ if the correction coefficient k _c is large is set to be larger. If it is small, it is set small.

で決まるので、この補助操舵トルクT_aを駆動部14からステアリングユニット17の操舵力制御部21へ与える（ステップS55）。 For example, let T be the torque due to the reaction force from the road surface to the steering system, and consider that the steering angle is kept constant correspondingly. Steering assist torque T _a, when using the steering force of the detected driver sensor 22 T _h (step S53), as shown in step S54,

Since determined by, providing the auxiliary steering torque T _a from the drive unit 14 to the steering force control unit 21 of the steering unit 17 (step S55).

となる。 As a result, the balance with T is

It becomes.

This equation shows that when _h increases, T _h must decrease to keep T constant, and when k decreases, it must increase. ing. That, k small steering force T _h due is not greater driver, smaller when the k is increased, it means that by adjusting the power steering unit 17.

  According to the above, when it is necessary to increase the steering wheel according to the yaw rate and side slip angle of the vehicle, the steering force is reduced, the steering wheel is increased, and the steering wheel needs to be turned back. By setting the steering force to be heavy and suppressing the increase in turning of the steering wheel or prompting the switching back, it is possible to prompt the driver to keep the traveling state of the vehicle in a desired state.

1 is a block diagram showing an embodiment [1] of a vehicle rollover prevention device according to the present invention. FIG. FIG. 2 is a block diagram showing an example of an internal configuration of a controller in the vehicle rollover prevention device according to the present invention shown in FIG. It is the block diagram which showed the mounting example to the vehicle of the vehicle height sensor used for this invention, and the roll angular velocity sensor used as needed. FIG. 3 is a flowchart showing a program stored and executed in the controller shown in FIGS. 1 and 2; It is the graph which showed the relationship between the wheel load and cornering power in a vehicle. It is a block diagram when the vehicle (four-wheeled vehicle) according to the present invention is viewed as a vehicle model (two-wheeled vehicle) having a planar freedom. 3 is a block diagram showing an optimum servo system for _{obtaining an} actual steering angle δ obtained in the vehicle rollover prevention device according to the present invention and a yaw moment M _{zb based} on a difference between left and right braking forces. FIG. In the vehicle rollover prevention device according to the present invention, as shown in steps S6 to S18 shown in FIG. 4, when a yaw moment is applied to the vehicle, the driving force is not generated and only the braking force is dealt with. It is a block diagram. FIG. 3 is a block diagram showing an embodiment [2] of a vehicle rollover prevention device according to the present invention. FIG. 10 is a flowchart of a program stored and executed in a controller used in the vehicle rollover prevention device according to the present invention shown in FIG. FIG. 11 is a flowchart specifically showing a steering assist coefficient calculation subroutine (step S22) shown in FIG. FIG. 11 is a flowchart showing a control operation given from a controller to a steering force assisting control drive unit in the flowchart in FIG.

Explanation of symbols

1, 1 _- 1 to 1 _- 4 vehicle height sensor
2 Controller
2 _- 1 roll angle and roll angular velocity calculating unit
2 _- 2 vehicle weight estimation unit
2 _- 3 calculation unit
3, 3 _- 1 to 3 _- 4 wheel load sensor
4 Vehicle speed sensor
5 Gear shift sensor
6 Brake operation sensor
7 Steering angle sensor
8 Engine control ECU
9 Clutch operation sensor
10 Brake control ECU
11 Brake control unit
12 Yaw rate sensor
13 Side slip angle sensor
14 Drive unit
15 Actual rudder angle controller
16 Actual steering angle sensor
17 Steering unit
18 Handle
20 _- 1, 20 _- 2 roll angular velocity sensor
21 Steering force assist controller
22 Steering torque sensor
100 vehicles
200 In the reference model diagram, the same reference numerals indicate the same or corresponding parts.

Claims (4)

Means for detecting each parameter of the rolling state and turning state of the vehicle;
Depending on the actual steering angle required by the driver, the actual parameters required for feedback control of the parameters of the turning state so as to actually turn the vehicle following the reference turning model of the vehicle when not subjected to acceleration / deceleration control. A force obtained by calculating a yaw moment due to a steering angle and a left / right braking force difference and distributing a force obtained by distributing the yaw moment in the braking direction of each wheel and a required deceleration for suppressing the detected roll state of the vehicle. And calculating the braking force to be distributed to each wheel by adding
Braking force control means for controlling the braking force of each wheel based on the braking force;
Actual steering angle control means for controlling the actual steering angle of the vehicle based on the actual steering angle;
And the calculation unit performs a calculation for correcting the braking force to be distributed so as to secure the yaw moment when the braking force to be distributed to each wheel has a force opposite to the braking direction of each wheel. rollover prevention apparatus for a vehicle and performing. Means for detecting each parameter of the rolling state and turning state of the vehicle;
Depending on the actual steering angle required by the driver, the actual parameters required for feedback control of the parameters of the turning state so as to actually turn the vehicle following the reference turning model of the vehicle when not subjected to acceleration / deceleration control. A force obtained by calculating a yaw moment due to a steering angle and a left / right braking force difference and distributing a force obtained by distributing the yaw moment in the braking direction of each wheel and a required deceleration for suppressing the detected roll state of the vehicle. And calculating the braking force to be distributed to each wheel by adding
Braking force control means for controlling the braking force of each wheel based on the braking force;
Auxiliary steering force control means for auxiliary control of the steering force applied by the driver based on the actual steering angle;
And the calculation unit performs a calculation for correcting the braking force to be distributed so as to secure the yaw moment when the braking force to be distributed to each wheel has a force opposite to the braking direction of each wheel. rollover prevention apparatus for a vehicle and performing. In claim 1 or 2,
When the yaw moment is substantially zero, the calculating unit sets the braking force to be distributed to a braking force proportional to each wheel load, and prevents the vehicle from overturning. In claim 1 or 2,
A vehicle rollover prevention device, characterized in that the detecting means detects a roll angle in front of and behind the vehicle as a parameter of the roll state of the vehicle, and detects a yaw rate and a skid angle of the vehicle as parameters of the turning state .

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