JP2000255441A - Cooperative control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To apply the control means to a motor-driven power steering device for a vehicle specifying no cooperative control to a vehicle specifying cooperative control without modifying the control means or by adding the minimum modification in a cooperative control device used for a vehicle and reducing a torque steering phenomenon by applying the cooperative control to driving force.braking force distributing equipment and motor-driven power steering equipment. SOLUTION: Steering torque TQ detected by a steering torque detecting means S5 is applied to the correction steering torque computing means M8 of a first electronic control unit U1 for controlling driving force braking force distributing equipment. The computed correction steering torque TQ' is applied to a second electronic control unit U2 for motor-driven power steering equipment. The second electron control unit U2 controls the motor-driven power steering equipment based on the correction steering torque TQ'. This reduces a torque steering phenomenon generated by the operation of the driving force.braking force distributing equipment.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving force / braking force distribution device for distributing a driving force or a braking force between left and right wheels or between front and rear wheels, and an electric power steering device for applying a steering assist torque to a steering system. The present invention also relates to a cooperative control device for a vehicle, which further comprises

[0002]

2. Description of the Related Art A yaw in a turning direction is provided by making a ratio of distributing a driving force of an engine to left and right driving wheels variable and increasing a driving force distributed to a turning outer wheel and reducing a driving force distributed to a turning inner wheel. Techniques for increasing the turning performance by generating a moment are known. In a vehicle equipped with such a driving force distribution device, when the driving force distributed to the left and right driving wheels is changed, there is a problem that an undesired steering force is generated in the left and right driving wheels also serving as the steering wheels (torque steer phenomenon). ). In order to reduce the torque steer phenomenon, an electric power steering device provided in a vehicle is used, and the electric power steering device generates a steering assist torque that cancels the undesired steering force.
It has already been proposed by the present applicant (Japanese Patent Application No. 9-302).
No. 155).

[0003]

In the prior art, a circuit for generating a steering assist torque for reducing the torque steer phenomenon is incorporated in advance in the control means for controlling the electric power steering device. On the other hand, in the case of a vehicle having no driving force distribution device, there is no need to incorporate a circuit for generating a steering assist torque for reducing the torque steer phenomenon in the control means for controlling the electric power steering device, There is a problem that the design of the control means needs to be changed between a vehicle having a driving force distribution device and a vehicle having no driving force distribution device, resulting in an increase in cost.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances, and is directed to a cooperative control apparatus for a vehicle for cooperatively controlling a driving force / braking force distribution device and an electric power steering device to reduce a torque steer phenomenon. Without changing the control means of the electric power steering apparatus of the vehicle of the specification that does not perform the control, or by making only a minimum change, so that the control means can be applied to the vehicle of the specification performing the cooperative control. Aim.

[0005]

According to the first aspect of the present invention, there is provided a driving force / braking force for distributing a driving force or a braking force between left and right wheels or between front and rear wheels. A distribution device, first control means for controlling the operation of the driving force / braking force distribution device, an electric power steering device for adding a steering assist torque to the steering system, and at least a steering torque detected by the steering torque detection means. And a second control means for controlling the operation of the electric power steering apparatus, wherein the steering torque detected by the steering torque detection means is input to the first control means, and the first control means A corrected steering torque obtained by correcting the steering torque according to the control amount of the force / braking force distribution device is calculated and output to the second control means, and the second control means calculates the corrected steering torque based on the corrected steering torque. Cooperative control apparatus for a vehicle and calculates the serial steering assist torque is proposed.

According to the above construction, the steering torque detected by the steering torque detecting means is not directly input to the second control means of the electric power steering device, but the steering torque is applied to the first control of the driving / braking force distribution device. Means for correcting the steering torque of the electric power steering device by inputting the corrected steering torque to the second control means and calculating the steering assist torque of the electric power steering device. By using the second control means of the vehicle that does not perform the cooperative control of the steering device and the driving force / braking force distribution device without change, the cooperative control can be performed and the cost can be reduced.

According to the second aspect of the present invention,
A driving force / braking force distribution device for distributing a driving force or a braking force between the left and right wheels or between the front and rear wheels, a first control means for controlling the operation of the driving force / braking force distribution device, and a steering assist torque to the steering system. A vehicle cooperative control device comprising: an electric power steering device to be added; and a second control unit that controls operation of the electric power steering device based on at least the steering torque detected by the steering torque detection unit.
The first control means calculates a steering torque correction amount according to the control amount of the driving force / braking force distribution device and outputs the correction amount to the second control means, and the second control means calculates the steering torque detected by the steering torque detection means. The vehicle cooperative control device is characterized in that the steering assist torque is calculated based on a value obtained by adding or subtracting the steering torque correction amount.

According to the above configuration, the first control means of the driving force / braking force distribution device calculates the steering torque correction amount according to the control amount of the driving force / braking force distribution device, and calculates the steering torque correction amount. The input second control means calculates the steering assist torque of the electric power steering apparatus based on a value obtained by adding or subtracting the steering torque correction amount to or from the steering torque detected by the steering torque detection means. In addition, the cooperative control can be performed and the cost can be reduced while minimizing the change of the second control means of the vehicle that does not perform the cooperative control of the driving force / braking force distribution device.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described based on embodiments of the present invention shown in the accompanying drawings.

1 to 8 show a first embodiment of the present invention. FIG. 1 is a diagram showing a structure of a driving force distribution device. FIG. 2 is a block diagram showing a circuit configuration of a first electronic control unit. FIG.
FIG. 4 is a diagram illustrating the operation of the driving force distribution device during a right turn in a medium-low vehicle speed range, FIG. 4 is a diagram illustrating the operation of the driving force distribution device during a left turn in a medium-low vehicle speed range, and FIG. FIG. 6 is a block diagram illustrating a circuit configuration of a second electronic control unit, FIG. 7 is a diagram illustrating a relationship between a steering torque and an absolute value of a difference between torque distribution amounts, and FIG. It is a figure which shows the map which searches for the steering torque correction amount from the absolute value of the amount difference.

As shown in FIG. 1, the front engine
Front mounted on the front of the vehicle
The transmission M is connected to the right end of the engine E
After the engine E and transmission M
The driving force distribution device T is disposed in the section. Driving force distribution device T
Drive shaft extending left and right from the left and right edges of the
A_LAnd right drive shaft A_RTo the left front
Wheel W_FLAnd right front wheel W _FRIs connected. Driving force distribution device
T constitutes the driving force / braking force distribution device of the present invention.

The driving force distribution device T includes a differential device D to which driving force is transmitted from an external gear 3 meshing with an input gear 2 provided on an input shaft 1 extending from a transmission M.
The differential device D is composed of a double pinion type planetary gear mechanism, and a ring gear 4 formed integrally with the external gear 3.
A sun gear 5 disposed coaxially inside the ring gear 4, an outer planetary gear 6 meshing with the ring gear 4, and an inner planetary gear 7 meshing with the sun gear 5; Consists of The differential device D is
While the ring gear 4 functions as an input element,
The sun gear 5 functioning as one output element is a left output shaft 9
Is connected to the left front wheel W _FL via _L, and the addition planetary carrier 8 functioning as the other output element is connected to the right front wheel W _FR via the right output shaft 9 _R.

The carrier member 11 rotatably supported on the outer periphery of the left output shaft 9 _L is provided with four pinion shafts 12 arranged at 90 ° intervals in the circumferential direction. The triple pinion member 16 integrally formed with the two pinions 14 and the third pinion 15 is attached to each of the pinion shafts 12.
Are rotatably supported.

A first sun gear 17 rotatably supported on the outer periphery of the left output shaft 9 _L and meshing with the first pinion 13.
Are connected to the planetary carrier 8 of the differential D.
The second sun gear 18 fixed to the outer periphery of the left output shaft 9 _L
Meshes with the second pinion 14. Further, the left output shaft 9
_A third sun gear 19 rotatably supported on the outer periphery of _L meshes with the third pinion 15.

The numbers of teeth of the first pinion 13, the second pinion 14, the third pinion 15, the first sun gear 17, the second sun gear 18, and the third sun gear 19 in the embodiment are as follows.

Number of teeth of first pinion 13 Z ₂ = 17 Number of teeth of second pinion 14 Z ₄ = 17 Number of teeth of third pinion 15 Z ₆ = 34 Number of teeth of first sun gear 17 Z ₁ = 32 Second sun gear Number of teeth of 18 Z ₃ = 28 Number of teeth of third sun gear 19 Z ₅ = 32

The third sun gear 19 can be connected to a casing 20 via a left hydraulic clutch C _L, and the rotational speed of the carrier member 11 is increased by the engagement of the left hydraulic clutch C _L. The carrier member 11 can be coupled to the casing 20 via a right hydraulic clutch C _R, the rotational speed of the carrier member 11 is reduced by engagement of the right hydraulic clutch C _R. And the right hydraulic clutch C _R and the left hydraulic clutch C _L is controlled by the first electronic control unit U ₁ including a microcomputer. First electronic control unit U ₁ constitutes the first control means of the present invention.

As shown in FIG. 2, the first electronic control unit
U₁Has the engine torque T_EDetecting the engine torque
Detection means S₁And the rotation speed Ne of the engine E is detected.
Engine speed detection means S_TwoAnd the vehicle speed for detecting the vehicle speed V
Detecting means S_ThreeAnd steering angle detecting means S for detecting the steering angle θ
_FourAnd the steering torque T_QTorque detecting means S for detecting
_FiveAnd the signals from are input. First electronic control unit U
₁Is the detection means S ₁~ S_FiveSignal from a professional
On the left hydraulic clutch C_L
And right hydraulic clutch C_RControl.

The first electronic control unit U ₁ comprises a drive shaft torque calculating means M 1 and a gear ratio calculating means M 2
Right and left distribution correction coefficient calculation means M3, target yaw rate calculation means M4, lateral acceleration calculation means M5, left and right distribution correction coefficient calculation means M6, left and right front wheel torque calculation means M7
And a corrected steering torque calculating means M8.

The drive shaft torque calculating means M1
The gear ratio Ni obtained by the gear ratio calculating means M2 from the engine speed Ne and the vehicle speed V is calculated based on the engine torque T.
By multiplying _E , the drive shaft torque T _D
(That is, the sum of the torque transmitted to the left and right front wheels W _FL , W _FR ). The engine torque T _E is can be obtained from the intake pressure (or accelerator opening) and the engine speed Ne, the torque detecting means and the vehicle provided drive shaft torque T _D to a power transmission system in addition to the above-mentioned From the longitudinal acceleration. Further, the vehicle speed V may be obtained optically using a spatial filter other than the wheel speed, or may be obtained using a Doppler radar.

The right and left distribution correction factor calculating means M3 is the first right and left distribution correction coefficient K _T with a map search based on the drive shaft torque T _D, the second based on the vehicle speed V
A map search is performed for the left-right distribution correction coefficient K _V. Target yaw rate calculating means M4 are both retrieved from the map steering angle component Y ₁ of the target yaw rate Y based on the steering angle theta, the vehicle speed component Y ₂ of the target yaw rate Y and the map search on the basis of the vehicle speed V, the their steering angle component by multiplying the Y ₁ and the vehicle speed component Y ₂ calculates the target yaw rate Y. Lateral acceleration calculation means M5
Calculates the lateral acceleration Y _G by multiplying the target yaw rate Y by the vehicle speed V.
6, right and left distribution on the basis of the lateral acceleration Y _G correction coefficient G
Search by map.

In the left and right front wheel torque calculating means M7, the torque distribution amount T _L to be distributed to the left front wheel W _FL and the torque distribution amount T _R to be distributed to the right front wheel W _FR are calculated based on the following equation. Is calculated.

[0023] _{T L = (T D / 2} ) × (1 + K W × K T × K V × G) ... (1) T R = (T D / 2) × (1-K W × K T × K V × G) (2) where K _T and K _V are the left and right distribution correction coefficients obtained by the left and right distribution correction coefficient calculation means M3, G is the left and right distribution correction coefficient obtained by the left and right distribution correction coefficient calculation means M6, and K _W Is a constant.

(1 ± K _W × K _T × K _V × G) on the right side of the equations (1) and (2) are the left and right front wheels W _FL , W _FR.
A torque distribution ratio between the front wheels W _FL , W _FR increases by a predetermined amount, and the torque distribution of the other front wheels W _FL , W _FR decreases by the predetermined amount. .

The left and right front wheels W _FL as described above, W _FR torque distribution amount to be allocated to T _L, the T _R is calculated, the left and right front wheels W _FL, W _FR to the distributed torques T _L, T _The left hydraulic clutch _CL and the right hydraulic clutch _CR are controlled so that _R is transmitted.

The corrected steering torque calculating means M8 will be described later in detail.

Thus, the first electronic control unit U₁from
According to the command, the right hydraulic clutch C_R
And left hydraulic clutch C_LAre disengaged together.
Thereby, the carrier member 11 and the third sun gear 19
Of the left drive shaft 9_LDry right
Bu shaft 9_R, Planetary carrier 8 and differential device D
The carrier member 11 and the carrier member 11 are all rotated together. This
At the time, as indicated by the hatched arrow in FIG.
The torque of the gin E is transmitted from the differential D to the left and right front wheels W. _FL, W_FR
Transmitted evenly.

[0028] Now, when turning right in the low speed range in the vehicle, engages the right hydraulic clutch C _R in accordance with a command from the first electronic control unit U _1, as shown in FIG. 3, the casing of the carrier member 11 Stop by connecting to 20. At this time, the left output shaft 9 _L integral with the left front wheel W _FL and the right output shaft 9 _R integral with the right front wheel W _FR (that is, the planetary carrier 8 of the differential device D) are connected to the second sun gear 18, 2 pinion 1
4, because it is attached via a first pinion 13 and the first sun gear 17, the rotation speed N _L of the left front wheel W _FL is accelerated in the following relationship with respect to the rotational speed N _R of the right front wheel W _FR You.

N _L / N _R = (Z ₄ / Z ₃ ) × (Z ₁ / Z ₂ ) = 1.143 (3)

As described above, the rotation speed N of the left front wheel W _FL
When _L is increased relative to the rotational rate N _R of the right front wheel W _FR, as indicated by the hatched arrow in FIG. 3, turning outer part of the torque of an inner wheel right front wheel W _FR Left front wheel W _FL
Can be transmitted to

The carrier member 11 is connected to the right hydraulic clutch C
Instead of stopping by _R, if reducing the rotational speed of the carrier member 11 by appropriately adjusting the engagement force of the right hydraulic clutch C _R, the right front wheel W _FR and rotation speed N _L of the left front wheel W _FL in accordance with the deceleration can Hayashi increased relative to the rotational speed N _R, to transmit any torque from the right front wheel W _FR as a turning-inner to the left front wheel W _FL is the outer turning wheel.

On the other hand, when the vehicle makes a left turn in a middle to low vehicle speed range,
Is the first electronic control unit U as shown in FIG.₁from
Commanded left hydraulic clutch C_LAre engaged with the third pinion
15 is connected to the casing 20 via the third sun gear 19
Is done. As a result, the left output shaft 9 _LThe rotation speed of the
The rotation speed of the rear member 11 is increased, and the right front wheel W_FRRotation speed
N_RIs the front left wheel W_FLRotation speed N_LTo the following equation
Speeded up.

N _R / N _L = {1- (Z ₅ / Z ₆ ) × (Z ₂ / Z ₁ )} {1- (Z ₅ / Z ₆ ) × (Z ₄ / Z ₃ )} = 1 .167 (4)

As described above, the rotation speed N of the right front wheel _WFR
When _R is increasing relative to the rotational rate N _L of the left front wheel W _FL, as indicated by the hatched arrow in FIG. 4, the pivot part of the torque of a turning inner front left wheel W _FL outer Right front wheel W _FR
Can be transmitted to In this case, when accelerating the rotation speed of the carrier member 11 by appropriately adjusting the engagement force of the left hydraulic clutch C _L, left front wheel W _FL rotation speed N _R of the right front wheel W _FR in accordance with the speed increasing The rotation speed is increased with respect to the rotation speed N _L , and an arbitrary torque can be transmitted from the left front wheel W _{FL as the} turning inner wheel to the right front wheel W _FR as the turning outer wheel. Thus, when the vehicle is running at a low speed, it is possible to improve the turning performance by transmitting a larger torque to the outer turning wheel than to the turning inner wheel.
During high-speed running, it is possible to reduce the torque transmitted to the turning outer wheel as compared with the case of the medium-to-low speed running, or to improve the running stability by transmitting torque from the turning outer wheel to the turning inner wheel. And those in the first electronic control right and left distribution correction factor calculating means M3 of the unit U _1,
It is achieved by setting the map of the second right and left distribution correction coefficient K _V with respect to the vehicle speed V.

As is clear from the comparison of the equations (3) and (4), the first pinion 13, the second pinion 14, the third pinion 15, the first sun gear 17, and the second sun gear 18
And the number of teeth of by a set as described above third sun gear 19, the speed increasing ratio from the right front wheel W _FR to the left front wheel W _FL (about 1.143), increasing from the left front wheel W _FL to the right front wheel W _FR The speed factor (about 1.167) can be made substantially equal.

Next, the steering system of the vehicle will be described with reference to FIG.

The steering torque input to the steering wheel 21 by the driver is transmitted to the rack 2 via the steering shaft 22, the connecting shaft 23 and the pinion 24.
5 and the reciprocating motion of the rack 25 is transmitted to the left and right front wheels W _FL and W _FR via the left and right tie rods 26 and 26 to steer the front wheels W _FL and W _FR . The electric power steering device S provided in the steering system includes a driving gear 28 provided on an output shaft of a motor 27, a driven gear 29 meshing with the driving gear 28, a screw shaft 30 integrated with the driven gear 29, A nut 31 meshed with the screw shaft 30 and connected to the rack 25;

The second electronic control unit U ₂ constituting the second control means of the present invention does not independently control the operation of the electric power steering device S, but instead controls the driving force distribution device T.
The operation of the electric power steering device S is coordinated with the operation of the electric power steering device S. Therefore, the steering torque detecting means S ₅
Steering torque T _Q detected by the driving force distribution device T
Is corrected is temporarily input to the first electronic control unit U ₁ for controlling, by the correction steering torque T second electronic control unit _Q 'is input U _2, the motor driver 3
2 through the motor 27 of the electric power steering device S
Is controlled. The second electronic control unit U ₂ includes:
In addition to the corrected steering torque T _Q ′, voltage detecting means S ₆
In the current I _M of the motor 27 detected by the voltage V _M and the current detecting means S ₇ of the detected motor 27 is input.

As shown in FIG. 6, the second electronic control unit U ₂ includes a target current setting means M9, a steering rotation speed calculation means M10, and a drive control means M11.

The target current setting means M9 controls the motor 27 based on the corrected steering torque T _Q 'input from the first electronic control unit U ₁ and the steering rotation speed N input from the steering rotation speed calculation means M10. The target current _IMS to be driven is calculated. The steering rotation speed N is the rotation speed of the steering wheel 21 (that is, the rotation speed of the pinion 24), and can be detected by a rotation speed detection unit such as a tachogenerator. In this embodiment, the steering rotation speed calculation unit M10 is used. , The motor 2 detected by the voltage detecting means S ₆
7 and the voltage V _M of the motor 2 detected by the current detecting means S ₇
7 and the current I _M of, is calculated based on the corrected steering torque T _Q ', which is input from the first electronic control unit U _1.

The target current I _MS is corrected steering torque T _Q 'is when more than a predetermined value the correction steering torque T _Q' increases linearly with an increase in the correction steering torque T _Q 'is a predetermined value it exceeds the upper limit of the target current I _MS as when the steering speed N is smaller is suppressed. Target current I
Due to the above characteristics of the _MS , when the driver rotates the steering wheel 21 to the limit position to reach the rack end, that is, when the corrected steering torque T _Q ′ increases and the steering rotation speed N decreases, the motor 27 It is possible to prevent an overload state from being driven by the large target current _INS .

The drive control means M11 sets the target current I _MS calculated by the target current setting means M9 calculates the motor control voltage V ₀ converted to PWM control signal, the motor driver 32
, The motor drive voltage V _M based on the motor control voltage V ₀ by PWM control, to generate a steering assist torque by driving the motor 27 of the electric power steering system S.

Next, the correction of the steering torque T _Q performed in the first electronic control unit U ₁ will be described.

When the driving force distributed from the engine E to the left and right front wheels W _FL and W _FR via the driving force distribution device T changes, the left and right front wheels W _FL and W _FR , which are the steered wheels, undergo a so-called torque steer phenomenon. Undesirable steering force is generated. In a vehicle equipped with the electric power steering device S, when a torque steer phenomenon occurs due to the operation of the driving force distribution device T, the electric power steering device S is operated so as to cancel the steering force due to the torque steer phenomenon, and the vehicle is driven in the reverse direction. By generating the steering assist torque, the torque steer phenomenon can be reduced.

As apparent from FIG. 2, the first electronic control unit
U₁The corrected steering torque calculating means M8 includes a steering torque.
Detection means S_FiveSteering torque T detected by_QAnd the front left and right wheels
Left and right front wheels W calculated by torque calculating means M7_FL, W_FRTo
Torque distribution amount T to be distributed_L, T_RIs input. G
The steering force generated by the lux steer phenomenon is the left and right front wheels
W _FL, W_FRTorque distribution amount T allocated to_L, T_ROf the difference
Is the absolute value | T_L-T_R| And the steering system geometry
Is proportional to the scrub radius R determined by
The torque calculating means M8 calculates the steering torque correction amount ΔT_QTo ΔT_Q= K × | T_L-T_R| × R (5) Here, K is a conversion coefficient. Further correction steering
The torque calculating means M8 is provided with a steering torque detecting means S_FiveDetected by
Steering torque T_QThe steering torque correction amount ΔT _QAdd
Calculated or subtracted to obtain the corrected steering torque T_Q′
Corrected steering torque T_Q′ With electric power steering
Electronic control unit U for controlling the position S_TwoOutput to

[0046] In Thus, when the steering operation in the same direction as the steering force of the driver by the operation of the driving force distribution device T acts on the steering torque correction amount ΔT from the steering torque T _Q
The corrected steering torque T _Q ′ is calculated by subtracting _Q, and when a steering force in a direction opposite to the driver's steering operation is applied, the steering torque correction amount ΔT _Q is added to the steering torque T _Q to perform the corrected steering. By calculating the torque T _Q ′,
The torque steer phenomenon accompanying the operation of the driving force distribution device T can be reduced.

It should be noted that the steering torque correction amount ΔT _Q is calculated according to the above (5).
Instead of calculating based on the formula, it is also possible to search from a map based on the absolute value | T _L −T _R | of the difference between the steering torque T _Q and the torque distribution amount. That is, the absolute value | T _L −T _R | of the difference between the steering torque T _Q and the torque distribution amount.
7, the relationship shown by the dashed line when the amount of torque steer increases due to changes in the road surface friction coefficient, etc., and the relationship shown by the dashed line when the amount of torque steer decreases. Becomes Therefore, the absolute value | T _L -T of the difference between the input steering torque T _Q and the torque distribution amount
_R | is closest to the three characteristic lines in FIG. 7, a characteristic line corresponding to the characteristic line specified in FIG. 7 is selected from the map in FIG. 8, and the characteristic line is selected. By applying the absolute value | T _L −T _R | of the difference between the torque distribution amounts to search the steering torque correction amount ΔT _Q , the torque steer phenomenon can be reduced more effectively.

As described above, the steering torque detecting means S_Fiveso
Detected steering torque T_QTo the first electronic device of the driving force distribution device T
Control unit U₁To the corrected steering torque T_Q′
And the corrected steering torque T_Q'To the second electronic control unit.
Knit U_TwoAnd the electric power steering device S
Control, the steering torque detecting means S_FiveSteering detected by
Torque T_QIs the second electronic control unit U_TwoEntered directly into
Using conventional electric power steering S as it is,
The second electronic control unit U_TwoSteering torque T _QDirectly
Corrected steering torque T instead of input_Q'
Thus, the torque steer phenomenon can be reduced. The result
As a result, the vehicle having the driving force distribution device T is not provided.
The second electronic control unit U having the same specification as the vehicle_TwoApply
However, in a vehicle having the driving force distribution device T, the torque
It is now possible to perform control to mitigate the Custea phenomenon without any trouble.
The second electronic control unit U_TwoReduce the number of types and costs
Can contribute to down.

Next, a second embodiment of the present invention will be described with reference to FIG.

In the above-described first embodiment, the corrected steering torque T _Q ′ calculated by the first electronic control unit U ₁ is input to the second electronic control unit U _2. control unit U ₁ will share the calculation of the steering torque correction amount [Delta] T _Q, inside the second electronic control unit U ₂ which the steering torque correction amount [Delta] T _Q is input, input from the steering torque detecting means S ₅ steering The correction steering torque T _Q ′ is calculated by adding (or subtracting) the torque T _Q and the steering torque correction amount ΔT _Q. Then, the second electronic control unit U ₂ controls the electric power steering device S based on the corrected steering torque T _Q ′,
As in the first embodiment, the torque steer phenomenon can be reduced.

According to the present embodiment, the second electronic control unit
U_TwoFirst electronic control unit U₁Steering torque correction
Quantity ΔT_Q33 and the steering torque correction amount
ΔT _QThe steering torque T_QAddition or subtraction to / from
Only by adding the calculation means 34, the second electronic control unit
U_TwoWith the vehicle equipped with the driving force distribution device T
The second electronic control unit can be shared with other vehicles
U_TwoMake small changes to minimize cost increase
The versatility can be increased while keeping it low.

Although the embodiments of the present invention have been described in detail, various design changes can be made without departing from the gist of the present invention.

For example, the driving force distribution device according to the present invention is not limited to a device that distributes driving force between left and right wheels, but may be a device that distributes driving force between front and rear wheels. Further, the present invention can be applied to a system in which braking force is distributed between left and right wheels or between front and rear wheels.

[0054]

As described above, according to the first aspect of the present invention, the steering torque detected by the steering torque detecting means is not directly input to the second control means of the electric power steering apparatus, but the steering torque is not changed. Is input to the first control means of the driving force / braking force distribution device, and is corrected in accordance with the control amount of the driving force / braking force distribution device. Since the steering assist torque of the device is calculated, the second control means of the vehicle that does not perform the cooperative control of the electric power steering device and the driving force / braking force distribution device is used without change,
The above-mentioned cooperative control is made possible, which can contribute to cost reduction.

According to the second aspect of the present invention,
The first control means of the driving force / braking force distribution device calculates a steering torque correction amount according to the control amount of the driving force / braking force distribution device, and the second control means to which the steering torque correction amount is input, Since the steering assist torque of the electric power steering device is calculated based on a value obtained by adding or subtracting the steering torque correction amount to or from the steering torque detected by the steering torque detecting means, the electric power steering device and the driving force / braking force distribution device The cooperative control can be performed while minimizing the change of the second control means of the vehicle that does not perform the cooperative control, thereby contributing to cost reduction.

[Brief description of the drawings]

FIG. 1 is a diagram showing a structure of a driving force distribution device.

FIG. 2 is a block diagram showing a circuit configuration of a first electronic control unit.

FIG. 3 is a diagram showing an operation of the driving force distribution device during a right turn in a middle to low vehicle speed range.

FIG. 4 is a diagram showing an operation of the driving force distribution device during a left turn in a middle to low vehicle speed range.

FIG. 5 is a diagram showing the structure of an electric power steering device.

FIG. 6 is a block diagram showing a circuit configuration of a second electronic control unit.

FIG. 7 is a diagram showing a relationship between a steering torque and an absolute value of a difference between torque distribution amounts.

FIG. 8 is a diagram showing a map for retrieving a steering torque correction amount from an absolute value of a difference between torque distribution amounts.

FIG. 9 is a view corresponding to FIG. 6 according to a second embodiment of the present invention.

[Explanation of symbols]

S Electric power steering device S ₅ Steering torque detecting means T Driving force distribution device (Driving force / braking force distribution device) T _Q Steering torque T _Q ′ Corrected steering torque ΔT _Q Steering torque correction amount U ₁ First electronic control unit (No. 1 control means) U ₂ second electronic control unit (second control means)

Continued on the front page (72) Inventor Masakatsu Hori 1-4-1, Chuo, Wako-shi, Saitama Pref. Inside of Honda R & D Co., Ltd. (72) Tatsuhiro Tomari 1-4-1, Chuo, Wako-shi, Saitama Co., Ltd. Inside Honda R & D Co., Ltd. (72) Inventor Shinji Okuma 1-4-1, Chuo, Wako-shi, Saitama Prefecture Co., Ltd. Inside Honda R & D Co., Ltd. (72) Inventor Akihiro Iwasaki 1-4-1, Chuo, Wako-shi, Saitama Co., Ltd. Inside Honda R & D Co., Ltd. (72) Inventor Koji Shibata 1-4-1 Chuo, Wako-shi, Saitama F-term in Honda R & D Co., Ltd. (Reference) 3D032 CC16 CC48 DA03 DA09 DA15 DA23 DA29 DA33 DA48 DA49 DA64 DA65 DB02 DB03 DC08 DC34 DD02 DD10 EA01 EB11 EC23 FF01 FF06 GG01 3D033 CA03 CA11 CA13 CA16 CA17 CA19 CA20 CA21 3D046 BB21 EE01 GG07 GG10 HH08 3G093 AA04 CB02 CB09 DA00 DA01 DB00 DB02 DB05 DB19 DB20 DB10 EB00 EC02

Claims (2)

[Claims] A driving force / braking force distribution device (T) for distributing a driving force or a braking force between left and right wheels or between front and rear wheels.
A first control means (U ₁ ) for controlling the operation of the driving force / braking force distribution device (T); an electric power steering device (S) for applying a steering assist torque to the steering system; A second control means (U ₂ ) for controlling the operation of the electric power steering device (S) based on the steering torque (T _Q ) detected in (S ₅ ); The steering torque (T) detected by the detecting means (S ₅ )
The _Q) input to the first control means (U _1), first control means (U ₁₎ is correct the steering torque according to the control amount of the driving force and braking force distribution device (T) (T _Q) correction steering torque (T _Q ') second control means calculates the output to (U _2), the second control unit (U ₂₎ is the corrected steering torque (T _Q')
A vehicle cooperative control device, wherein the steering assist torque is calculated based on the following. 2. A driving force / braking force distribution device (T) for distributing a driving force or a braking force between left and right wheels or between front and rear wheels.
A first control means (U ₁ ) for controlling the operation of the driving force / braking force distribution device (T); an electric power steering device (S) for applying a steering assist torque to the steering system; A second control means (U ₂ ) for controlling the operation of the electric power steering device (S) based on the steering torque (T _Q ) detected in (S ₅ ); The control means (U ₁ ) calculates a steering torque correction amount (ΔT _Q ) in accordance with the control amount of the driving force / braking force distribution device (T) and outputs it to the second control means (U ₂ ). The control means (U ₂ ) calculates the steering assist torque based on a value obtained by adding or subtracting the steering torque correction amount (ΔT _Q ) to or from the steering torque (T _Q ) detected by the steering torque detecting means (S ₅ ). A cooperative control device for a vehicle.