JP2000033866A - Controlling device for turning movement of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To permit suppression of an excessive roll or unstable driving of a vehicle during a turning movement by controlling a turning movement controlling device of a vehicle. SOLUTION: This controlling device for turning movement of vehicle is composed of various detection means for detecting the driving status of a vehicle, required control amount setting means that sets a required control amount based on data from the detection means, and braking force controlling means 6 that controls the braking force to each wheel according to the required control amount. The required control amount setting means is provided with a target movement setting portion 40 that sets the target movement amount of the vehicle, a rollover compensation calculating portion 41 that judges the roll status and calculates the amount of rollover compensation, a required yaw moment calculating portion 45 that calculates the required yaw moment based on the rollover compensation amount and target movement amount, and a control signal outputting portion 53 that outputs a drive signal according to the required yaw moment.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle turning motion control device for controlling a braking force of wheels of a vehicle and correcting the turning motion so as to stabilize the turning motion of the vehicle.

[0002]

2. Description of the Related Art Anti-skid brakes, traction control, stability control systems and the like have been proposed as systems for controlling the braking force of a vehicle. These systems include a pressure source such as a master cylinder or a motor pump that generates a braking force, a fluid control actuator (hereinafter referred to as a pressure unit) disposed between the wheel cylinder for each wheel, a speed of each wheel, It comprises various sensors for detecting the operation of the accelerator pedal, the yaw rate or the vehicle body acceleration, and the like, and a control unit (hereinafter referred to as an ECU) for outputting a signal for driving the pressure unit based on information from these sensors. In particular, there are various methods for control performed inside the ECU.

[0003] For example, Japanese Patent Application Laid-Open No. 8-310 discloses a conventional apparatus.
There is a turning control device described in Japanese Patent Publication No. 360, and its operation block is shown in FIG. In particular, the operation of the ECU will be described with reference to FIG. Vehicle information (eg, wheel speed, acceleration, yaw rate, steering wheel angle, etc.) detected by various sensors is EC
U and is smoothed by the filter processing unit 70. Next, the vehicle motion state calculation unit 71 and the driving operation determination unit 72 determine the vehicle speed Vwi based on the wheel speed Vwi, the longitudinal acceleration Gx, the yaw rate γ, the steering wheel angle θ, the accelerator pedal stroke St, and the like.
b, the center-of-gravity slip angle β, the wheel slip ratio Sl, and the like are calculated. Based on these and the steering wheel angle θ, the turning determination unit 73 determines whether or not turning has occurred. Next, the target yaw rate calculator 74
Then, the target yaw rate γt is obtained by γt = LPF {(Vb / (1 + A + Vb ² ) * (δ / L)} (1) δ = θ / ρ (2) where LPF is a low-pass filter and A is a stability factor. , L indicate a wheel base.
δ is the front wheel steering angle, and ρ is the steering gear ratio.

Next, a required yaw moment calculating section 75 calculates a required yaw moment γd. This includes the detected actual yaw rate γ and the target yaw rate γ according to equation (1).
The deviation Δγ from t and the deviation derivative Δγs are obtained, and are calculated by multiplying the respective proportional gains Ki and Kp. γd = (Ki * Δγ + Kp * Δγs) * Cpi (3) where Cpi is a correction constant.

Next, using the calculated value, the yaw moment control section 76 outputs a signal for controlling the braking force so that the actual yaw rate matches the target yaw rate according to the required yaw moment γd. The control signal selector 77 is configured to distribute the control signal to each pressure unit 6 and output a drive signal. Here, the ECU is denoted by reference numeral 7.
0-77.

[0006]

In the conventional apparatus having the above-described structure, the target yaw rate is calculated as a value proportional to the front wheel steering angle δ. Therefore, when the driver is steering heavily, the target yaw rate is also large. The value will be set. Therefore, the actual yaw rate may take a value smaller than the target yaw rate. In such a situation, it is conceivable to perform control beyond the exercise performance of the vehicle. Further, even when a large actual yaw rate is generated, it may be difficult to perform control for delaying the decrease of the yaw rate or control of the convergence direction, and therefore, the behavior of the vehicle may be unstable during turning.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and a turning motion control capable of suppressing an excessive roll of a vehicle and reducing the instability of the vehicle during the turning motion. It is intended to obtain a device.

[0008]

In a vehicle turning motion control apparatus according to the present invention, an actual yaw rate detecting means for detecting a yaw rate generated in a vehicle, a steering angle detecting means for detecting a steering angle of the vehicle, and a wheel speed detecting means. A wheel speed detecting means for detecting, a required control amount setting means for inputting information from each of the means and calculating a required control amount for traveling of the vehicle, and a control means for controlling a braking force of each wheel according to the required control amount. And a power control unit, wherein the required control amount setting unit is configured to set a target movement amount of the vehicle based on information from each of the units, and determine a roll state of the vehicle based on information from each of the units. Rollover judgment unit to
A required yaw moment calculating section for calculating a required yaw moment from the rollover state and the target momentum, and a control signal output section for driving the braking force control means in accordance with the required yaw moment.

The rollover judging section of the vehicle turning motion control device according to the present invention includes a rollover yaw rate setting section in which a yaw rate at which the roll of the vehicle becomes excessive or the running of the vehicle becomes unstable is stored in advance. The rollover state is determined by comparing the calculated yaw rate with the actual yaw rate.

The required yaw moment calculating section of the vehicle turning motion control device according to the present invention compares the target momentum of the target motion setting section with the actual yaw rate, and compares the comparison value with the rollover state of the rollover determining section. The required yaw moment is calculated by changing according to the following.

Further, the target motion setting section of the vehicle turning motion control device according to the present invention sets a target yaw rate, and limits the target yaw rate value by the rollover yaw rate value by the rollover yaw rate setting section, thereby obtaining a required yaw rate. The required yaw moment of the moment calculator is changed.

Further, the rollover yaw rate setting unit of the vehicle turning motion control device according to the present invention is characterized in that the rollover lateral acceleration setting unit stores in advance the lateral acceleration at which the roll of the vehicle becomes excessive or the running of the vehicle becomes unstable. And a lateral acceleration-yaw rate conversion unit for converting the yaw rate into a value corresponding to the lateral acceleration.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiment 1 Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a structural view showing a turning motion control apparatus according to Embodiment 1 of the present invention, and shows a brake system and an electrical connection of a vehicle, particularly a passenger car. Tandem type master cylinder 1
Are connected to a brake pedal 3 via a vacuum booster 2. The braking force by the driver's operation is boosted by the vacuum booster 2 and output from the master cylinder 1 through two main brake lines 4 and 5.

One of the main brake lines 4 and 5 is connected to a front left wheel (hereinafter referred to as FWL) 11 and a rear right wheel (hereinafter referred to as RWR) 12 via a pressure unit 6, and the other is a front right wheel (hereinafter referred to as FWR). ) 13 and a left rear wheel (hereinafter referred to as RWL) 14. This is a so-called cross piping type brake system. Here, the pressure unit 6 represents a braking force control unit. Since two systems are the same in the pressure unit 6, only one system will be described. The main brake line 4 is further branched into two brake lines 7 and 8 via a cutoff valve 24. The branch brake line 7 is connected to a wheel cylinder of the FWL 11, and the branch brake line 8 is connected to a wheel cylinder of the RWR 12.

The branch brake lines 7, 8 are provided with inlet valves 15a, 15b and outlet valves 16a, 16b, respectively. A return path 17 is connected to the outlet valves 16a and 16b, and a reservoir 18 is connected to the return path 17. Further, a pump 21 that is rotated by a motor 23 that sucks and pumps brake fluid in the reservoir is connected. Further, a suction path 27 for directly sucking up the brake fluid in the master cylinder 1 and a pressure valve 29 are provided. Each valve 15a, 15b, 16a, 1
6b, 24, 29 are solenoid valves, 15a, 15
b and 24 are normally open valves, and 16a, 16b and 29 are normally closed valves. The cut-off valve 24 is provided with a relief mechanical valve 26a.

Next, the operation of each valve will be described. The cut-off valve 24 has a function of shutting off the brake fluid pressure by the driver according to the valve drive signal, whereby the wheel cylinder fluid pressure can be controlled independently of the driver's will. Similarly, the inlet valves 15a and 15b are cut valves,
There is a function to shut off the wheel cylinder hydraulic pressure and maintain the pressure at that time. When the outlet valves 16a, 16b are driven in conjunction with the inlet valves 15a, 15b, the wheel cylinder hydraulic pressure can be released to the reservoir 18 and the brake hydraulic pressure can be reduced. Further, the hydraulic pressure pumped by the pump 21 is opened by opening the inlet valves 15a and 15b, and
When a and 16b are closed, the brake fluid pressure can be increased during that time. The above is the operation mode of the so-called anti-skid brake. The cutoff valve 24 is off (communication state) during anti-skid braking. Further, when the brake is to be applied when the brake pedal 3 is not operated, that is, when traction control or yaw rate control is to be performed, the cutoff valve 24 is closed, the pressurizing valve 29 is opened via the suction path 27, and the master is controlled by the pump 21. The pressure of the brake fluid is increased directly from the cylinder 1.
Utilizing this fluid pressure, the inlet valve 15 and the outlet valve 16 are respectively operated to select pressure increase / hold / pressure reduction in the same manner.

The operation of each of these units is performed by the ECU 31
Driven by Various sensors are connected to the ECU,
Handle angle sensor 34, master cylinder pressure sensor 3
5, each wheel speed sensor 32a, 32b, 32c, 32d,
The yaw rate sensor 33, the longitudinal acceleration sensor 36, and the lateral acceleration sensor 37 detect various information of the vehicle. The ECU functions to calculate the control amount from these information and drive the valve of the pressure unit 6 described above. Therefore E
CU31 indicates a required control amount setting means. The steering wheel angle sensor 34 detects the steering angle of the steering wheel of the driver, and the master cylinder pressure sensor 35 detects the pressure in the master cylinder. Also, wheel speed sensors 32a, 32b, 32
c and 32d detect the rotational speed of each wheel, and the yaw rate sensor 33 detects the angular velocity of the vehicle in the vertical direction. The longitudinal and lateral acceleration sensors 36 and 37 detect respective accelerations acting in the longitudinal and lateral directions of the vehicle.

Next, the operation inside the ECU 31 will be described with reference to FIG. The ECU 31 has various sensors (32 to 3).
The information from step 7) is input, and first the filter processing unit 38 smoothes the information. The filter processing here is performed based on a filter constant determined for each sensor. The vehicle motion state detector 39 calculates the vehicle speed Vb based on the wheel speed Vwi, the lateral acceleration Gy, and the actual yaw rate γ. The vehicle speed Vb is basically selected, for example, by selecting the one rotating at the second highest speed of each wheel speed, and increasing or decreasing the speed at a predetermined acceleration / deceleration when an acceleration / deceleration outside a predetermined range occurs. is there. Further, in a special state such as a sharp turn, correction can be added from the sensor information. Here, i indicates each wheel speed, i = 1 is FWL, 2 is FWR, 3
Represents RWL and 4 represents RWR.

The target motion setting unit 40 determines the driver's steering operation based on the steering wheel angle θ, and sets a target yaw rate γt as a target turning motion of the vehicle according to the driving operation. As a calculation method, it can be calculated in the same manner as in the equation (1) of the conventional device. γt = Vb / (1 + A * Vb ² ) * (δ / L) (4)

Next, a rollover determination unit 41 determines a rollover state determination value Rr for determining the roll state of the vehicle.
The rollover correction amount Rlm is calculated as a correction amount corresponding to v and an excessive roll. The calculation method will be described later.
Next, the calculated data and the actual yaw rate γ are input, and the required yaw moment M, that is, the required control amount, is calculated by the required yaw moment calculation unit 45. This calculation method will be described later.

Subsequently, using the required control amount M, the control wheel selecting section 49 selects wheels to be controlled from the turning direction of the vehicle. As a selection method, when the rollover determination is not made, if the actual yaw rate γ is excessive with respect to the target yaw rate γt, the turning outer front wheel or the turning outer front wheel and the rear wheel are selected on the braking force increasing side. Some or all of the wheels are selected as the braking force decreasing side. On the other hand, when the actual yaw rate γ is insufficient, the turning inside rear wheel or the turning inside front wheel and the rear wheel are selected on the braking force increasing side. Some or all of the other wheels are selected as the braking force decreasing side. If rollover is determined, the actual yaw rate γ
Is the same as when wheels are too large. The wheel selection results are: braking force increase, semi-increase, decompression, semi-decompression, hold,
Wheel mode MDwi for each wheel as six uncontrolled modes
Is set to If the required yaw moment M does not exceed the predetermined value, all the wheels are set to the non-control mode.

The control force adjustment amount calculation section 50 calculates a braking force adjustment amount Twdi for each wheel based on the required yaw moment M and the wheel mode MDwi. Specifically, wheel mode M
When Dwi is a pressure increase, + M is assigned, when the pressure is semi-increased, + M / 2, when the pressure is reduced, -M is assigned, when the pressure is semi-depressurized, -M / 2, and when the pressure is maintained, zero is assigned.

Next, the wheel pressure increase / decrease rate calculator 51 to which the braking force adjustment amount Twdi has been input is used, and the brake fluid pressure increase / decrease rate of each wheel, that is, the brake fluid pressure increase / decrease time change DPwi.
Is obtained by multiplying the braking force adjustment amount Twdi by a predetermined value in consideration of the brake coefficient, the tread of the vehicle, and the like. In the target slip ratio calculation unit 52, the target slip ratio Swi of each wheel is calculated from a map set in advance based on the braking force adjustment amount Twdi.

Subsequently, the brake fluid pressure increase / decrease rate DPwi and the target slip rate Swi are input to the slip controller 53 to adjust the brake fluid pressure of each wheel so as to realize the brake fluid pressure increase / decrease rate DPwi of each wheel. Outputs a valve drive signal. Here, the slip controller 53 indicates control signal output means. Specifically, if the wheel slip Si is within the target slip ratio Swi, the brake fluid pressure is controlled to increase or decrease, especially in the pressure increasing direction, according to the brake fluid pressure change rate DPwi. On the other hand, when the slip rate is equal to or higher than the slip rate Swi, the brake fluid pressure is increased / decreased so as to reach the target slip rate Swi, and in particular, control is performed in a pressure decreasing direction.

In response to the valve drive signal output from the slip controller 53, the inlet valves 15a to 15d, the outlet valves 16a to 16d, the cut valves 24 and 25, the pressurizing valves 29 and 30, and the motor 23 in the pressure unit 6 are controlled. It drives and controls the brake fluid pressure of each wheel. The braking force distribution of each wheel is performed by this brake fluid pressure control,
The motion of the vehicle can be controlled so that the actual yaw rate approaches the target yaw rate while suppressing the roll. This allows the driver to independently control the kinetic performance of the vehicle according to the driver's intention, depending on the skill, road condition, vehicle shape, and the like.

The calculation method in the rollover judgment section 41 will be described with reference to FIG. First, the rollover yaw rate setting unit 42 sets a yaw rate threshold γro, which is considered to be an excessive roll or unstable running, on a map according to the vehicle speed Vb. This threshold value can be obtained, for example, by performing a steady circular turn of the target vehicle on a flat ground at each vehicle speed and measuring the maximum yaw rate generated at each vehicle speed. On the other hand, the ABS 43 takes the absolute value of the actual yaw rate γ
| Is calculated. The deviation between | γ | and the yaw rate threshold γro is calculated as the rollover correction amount Rlm. Further, based on the rollover correction amount Rlm, the rollover state determination unit 44 determines whether or not the vehicle is in the rollover state, and determines a rollover state determination Rrv. For example, when the rollover correction amount Rlm is positive and exceeds a predetermined threshold, Rrv = 1
(Rollover state), and if it does not exceed the threshold value, it is determined that Rrv = 0 (non-rollover state). Therefore, the rollover determination can be made only with the yaw rate.

The calculation method in the next required yaw moment calculation section 45 will be described with reference to FIG. First, a deviation γer0 between the target yaw rate γt and the actual yaw rate γ is calculated. The yaw rate deviation γer0 is subjected to sign processing by the turning direction sign conversion unit 46 to obtain γer. The sign processing is
Assuming that the yaw rate during the right turn is positive, the yaw rate deviation γer0 is negative, that is, the sign of the deviation γer0 is inverted during the left turn. Conversely, when the actual yaw rate is positive, the sign is not inverted. Thus, regardless of the turning direction, the absolute value of the actual yaw rate of the vehicle is set to be larger than the absolute value of the target yaw rate, and is set to be positive if the vehicle is oversteering and negative if the vehicle is understeering. Become.

Next, the yaw rate deviation γer, the rollover correction amount Rlm, and the rollover state determination Rrv are input to the control input changing unit 47. Then, the input deviation γp is calculated. This method is calculated according to the flowchart shown in FIG. After first starting with the flowchart of FIG.
In step S1, it is checked whether or not the rollover state determination Rrv is 1. If Rrv = 1, that is, if it is in the rollover state, it is checked in step S2 whether the rollover correction amount Rlm is equal to or larger than the yaw rate deviation γer. R
If lm ≧ γer, in step S3, the input deviation γp
To the rollover correction amount Rlm. On the other hand, in step S1, Rrv = 1 is not satisfied, or in step S2, Rlm
If not, the yaw rate deviation γer is applied to the input deviation γp in step S4. Thus, the input deviation γp is calculated.

Here, the rollover state is determined when the rollover correction amount Rlm is positive as described above, and when the input deviation γ = Rlm,
The input deviation γp ≧ 0 always holds. Conversely, the case where γp = γer ≧ 0 is satisfied when the vehicle tends to oversteer as described above, and the control is performed in a direction to decrease the absolute value of the yaw rate. That is, by setting γp = Rlm, control can be performed in a direction to decrease the absolute value of the yaw rate.

Returning to FIG. 4 again, the input deviation γp is input to the PD controller 48. First, it is time-differentiated and multiplied by a gain K1 to calculate an input deviation derivative γd. On the other hand, the required yaw moment M is obtained by multiplying by the proportional gain K2 and adding it to the input deviation derivative. M = K1 * γd + K2 * γp (5) γd = dγp / dt (6) Here, the gains K1 and K2 are set in advance based on the vehicle speed Vb, the steering wheel angle θ, the steering wheel angular speed dθ, the master cylinder pressure P, and the lateral acceleration Gy. This is a gain coefficient whose size can be changed from the map. Also the steering wheel angular velocity d
θ is obtained by differentiating the steering wheel angle θ.

As described above, the rollover state determination unit 4
4, when it is determined that the vehicle is in the rollover state, the required yaw moment M becomes equal to the target yaw rate γt.
The calculation is performed based on the rollover correction amount Rlm irrespective of this. Also, since the rollover correction amount Rlm is always a positive value, the braking force of each wheel is increased or decreased in a direction to decrease the absolute value of the actual yaw rate of the vehicle. Since the rollover correction amount Rlm is a deviation between the rollover yaw rate γro and the absolute value of the actual yaw rate γ, the threshold value γr
It will be set according to the value exceeding o. In other words, the braking force of the wheels is controlled to greatly reduce the absolute value of the yaw rate of the vehicle as the roll is larger and the turning stability is less, so that the turning motion of the vehicle is greatly reduced, the roll is suppressed, and the turning motion is stabilized. Control that can increase the performance.

Embodiment 2 FIG. Next, a second embodiment will be described with reference to FIG. Only the method of calculating the required yaw moment M, which is different from the first embodiment, will be described. In the drawing, the same reference numerals as those in FIG. 3 or 4 indicate the same or corresponding parts. In the rollover determining unit 41a, γro by the rollover yaw rate setting unit 42 based on the vehicle speed Vb,
The absolute value | γ | of the actual yaw rate γ by the ABS unit and the Rrv by the rollover state determination unit 44 are calculated as in the first embodiment.

On the other hand, in the target vehicle motion setting section 40a, the steady-state gain calculating section 54 calculates the target yaw rate steady-state value γs from the vehicle speed Vb and the steering wheel angle θ using the equation (4). In the target yaw rate limiting section 55, the target yaw rate steady value γs is limited by the rollover yaw rate γro, and is output as the target yaw rate limit value γ1.
Next, the target yaw rate selection unit 56 selects the target steady yaw rate γ2 from the target yaw rate steady value γs or the target yaw rate limit value γ1 based on the rollover state Rrv. Specifically, when it is determined that the state is the rollover state (Rrv = 1), γ1 is selected for γ2, and when the state is determined to be non-rollover (Rrv = 0), γs is selected for γ2.

Next, the target steady-state yaw rate γ2 is input to the dynamic response adding section 57, and a dynamic response is added. Specifically, a time delay process and a first-order low-pass filter process are performed, and a target yaw rate γt is calculated by the following equation. γtn = N1γ2n−j + N2γtn−1 (7) where N1 and N2 are constants, n is the current control cycle,
n-1 means one control cycle before. J is a positive integer and j
It means before the control cycle, and may be a fixed value or a variable.

Subsequently, the required yaw moment calculator 45a
Then, the target yaw rate γt and the actual yaw rate γ are input. First, a yaw rate deviation γer0, which is a deviation between the two, is obtained, and a sign is added by the turning direction sign conversion unit 46. The sign adding method is the same as in the first embodiment. The PD controller 48 also calculates the equation (5) in the same manner as in the first embodiment.
Using (6), the required yaw moment M is calculated.

As described above, the target yaw rate γt depends on the rollover state, and the final required yaw moment M
Can be limited before calculating. By controlling the braking force based on the required yaw moment, which is the final control amount calculated by this method, the kinetic performance during turning of the vehicle can be safely changed regardless of the skill of the driver and without generating excessive roll. You can run.

Embodiment 3 Next, a third embodiment will be described. A rollover yaw rate setting unit which is different from the first embodiment will be described with reference to FIG. FIG.
In the rollover yaw rate setting section 42b, first, the rollover lateral acceleration setting section 59 is calculated from the vehicle speed Vb.
Sets the rollover lateral acceleration Gyro. This rollover lateral acceleration Gyro is detected as a lateral acceleration when the roll of the vehicle is excessive, and is calculated using a vehicle speed Vb and a rollover lateral acceleration map. This map is obtained, for example, by performing a steady circular turn on a flat ground at each vehicle speed and measuring the maximum lateral acceleration generated at each vehicle speed in the vehicle to be controlled. Further, the rollover lateral acceleration Gyro may be a fixed value.

The rollover yaw rate γro is calculated by the lateral acceleration / yaw rate conversion unit 60 from the rollover lateral acceleration Gyro and the vehicle body speed Vb thus obtained. As the method, γro = Gyro / Vb (8) is used. By performing the same processing as in the first or second embodiment using the rollover yaw rate γro obtained in this manner, control for increasing the stability according to the size of the roll caused by the turning motion of the vehicle. It is possible to do.

As described above, the rollover yaw rate γro is set on the basis of the roll of the vehicle body or the lateral acceleration which is one factor of the instability. It is possible to set more appropriately, and thus to accurately control the turning motion of the vehicle.

In the first to third embodiments, the rollover state is described as a state where the roll is excessive, but the rollover state may be a spin state of the vehicle. As a result, so-called swing spin or spin-out deviating from a curved road is controlled to suppress the running stability of the vehicle. In the first embodiment, the cross piping brake system has been described, but the present invention is also applicable to a front and rear piping brake system.

[0041]

The vehicle turning motion control apparatus according to the present invention is configured as described above, and has the following effects.

According to the vehicle turning motion control device of the present invention, the required control amount setting means for calculating the required control amount for the running of the vehicle includes the actual yaw rate detecting means, the steering angle detecting means, the wheel speed detecting means, A target motion setting unit that sets a target momentum of the vehicle based on information from the respective units; a rollover determination unit that determines a roll state of the vehicle based on information from the respective units; and a request based on the rollover state and the target momentum. Since it is constituted by the required yaw moment calculating section for calculating the yaw moment and the control signal output section for driving the braking force control means in accordance with the required yaw moment, the roll or unstable running of the vehicle body during the turning motion of the vehicle is controlled. There is an effect that can be suppressed.

Further, according to the vehicle turning motion control device of the present invention, the rollover judging unit includes a rollover yaw rate setting unit that stores in advance the yaw rate at which the roll of the vehicle becomes excessive or the vehicle running becomes unstable. Since the rollover state is determined by comparing the set yaw rate with the actual yaw rate, the roll of the vehicle body during the turning motion of the vehicle can be accurately detected.

According to the vehicle turning motion control apparatus of the present invention, the required yaw moment calculating section compares the target momentum of the target motion setting section with the actual yaw rate, and compares the comparison value with the rollover judgment section. Since the required yaw moment is calculated by changing according to the rollover state, there is an effect that the control amount for suppressing the roll or unstable running of the vehicle body during the vehicle turning motion can be appropriately calculated.

According to the vehicle turning motion control apparatus of the present invention, the target motion setting section sets the target yaw rate, and limits the target yaw rate value by the rollover yaw rate value by the rollover yaw rate setting section. Since the required yaw moment of the required yaw moment calculation unit is changed, there is an effect that roll or unstable running of the vehicle body during the vehicle turning motion can be suppressed.

According to the vehicle turning motion control device of the present invention, the rollover yaw rate setting unit is configured to store in advance the lateral acceleration at which the roll of the vehicle becomes excessive or the vehicle travels unstable. A setting section,
Since the apparatus has the lateral acceleration-yaw rate conversion unit for converting the yaw rate to the lateral acceleration, the roll or unstable running of the vehicle body during the turning motion of the vehicle can be suppressed from the lateral acceleration.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an entire turning motion control device according to Embodiment 1 of the present invention.

FIG. 2 is an overall block diagram of an ECU according to the first embodiment.

FIG. 3 is a block diagram of a rollover determination unit according to the first embodiment.

FIG. 4 is a block diagram of a required yaw moment calculating unit according to the first embodiment.

FIG. 5 is a flowchart of a control input changing unit according to the first embodiment.

FIG. 6 is a block diagram of a part of an ECU according to a second embodiment.

FIG. 7 is a block diagram of a rollover yaw rate setting unit according to a third embodiment.

FIG. 8 is an overall block diagram of an ECU using a conventional turning motion control device.

[Explanation of symbols]

6 pressure unit (braking force control means), 31 ECU
(Required control amount setting means), 32a to 32d wheel speed detecting means, 33 actual yaw rate detecting means, 40 target movement setting section, 41 rollover determining section, 42 rollover yaw rate setting section, 45 required yaw moment calculating section, 53 slip Controller (control signal output unit),
55 target yaw rate control section, 59 rollover lateral acceleration setting section, 60 lateral acceleration-yaw rate conversion section.

Claims (5)

[Claims] 1. An actual yaw rate detecting means for detecting a yaw rate generated in a vehicle; a steering angle detecting means for detecting a steering angle of the vehicle; a wheel speed detecting means for detecting a wheel speed; A request control amount setting means for inputting and calculating a required control amount for traveling of the vehicle; and a braking force control means for controlling a braking force of each wheel in accordance with the required control amount. A target movement setting unit that sets a target movement amount of the vehicle based on information from the respective units; a rollover determination unit that determines a roll state of the vehicle based on information from the respective units; and a rollover state and the target movement amount. A required yaw moment calculating section for calculating a required yaw moment, and a control signal output section for driving the braking force control means in accordance with the required yaw moment. Vehicle turning motion control apparatus characterized by being configured Ri. A rollover yaw rate setting unit which stores a yaw rate at which the roll of the vehicle becomes excessive or the vehicle travels unstable, and compares the set yaw rate with an actual yaw rate. 2. The vehicle turning motion control device according to claim 1, wherein the rollover state is determined by the following. 3. The required yaw moment calculating section compares the target amount of movement of the target movement setting section with the actual yaw rate, and changes the comparison value according to the rollover state of the rollover determining section to obtain the required yaw moment. 3. The vehicle turning motion control device according to claim 1, wherein the vehicle turning motion control device calculates the vehicle turning motion. 4. A target exercise setting unit sets a target yaw rate, and limits the target yaw rate value by a rollover yaw rate value by a rollover yaw rate setting unit, thereby changing a required yaw moment of a required yaw moment calculation unit. The vehicle turning motion control device according to claim 1 or 2, wherein: 5. The rollover yaw rate setting unit converts a lateral acceleration at which the roll of the vehicle becomes excessive or the vehicle becomes unstable during running into a rollover lateral acceleration setting unit which stores in advance the yaw rate corresponding to the lateral acceleration. 3. A lateral acceleration / yaw rate conversion unit.
The vehicle turning motion control device according to any one of claims 1 to 4.