JP2001206211A - Control device for vehicle behavior - Google Patents
Control device for vehicle behaviorInfo
- Publication number
- JP2001206211A JP2001206211A JP2000018657A JP2000018657A JP2001206211A JP 2001206211 A JP2001206211 A JP 2001206211A JP 2000018657 A JP2000018657 A JP 2000018657A JP 2000018657 A JP2000018657 A JP 2000018657A JP 2001206211 A JP2001206211 A JP 2001206211A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- connection
- connection angle
- threshold value
- speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Hydraulic Control Valves For Brake Systems (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】この発明は、連結車両におけ
る車両挙動制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle behavior control device for a connected vehicle.
【０００２】[0002]
【従来の技術】連結車両に特有な車両挙動としてジャッ
クナイフ現象やトレーラスイング現象など、が挙げられ
る。特開平５−８５３３０号においては、主にトレーラ
スイング現象を防止するため、牽引車に対する被牽引車
の連結角とその時間導関数との少なくとも一方と、車両
の動的回転曲率半径（または操舵角）とその時間導関数
の少なくとも一方と、に基づいてトレーラスイング現象
の予兆（初期の揺れ現象）を判定すると、被牽引車への
制動力を解除（補正制御）するようにしたものが開示さ
れる。2. Description of the Related Art Jackknife phenomena, trailer swing phenomena, and the like can be cited as vehicle behavior peculiar to a connected vehicle. In Japanese Patent Laid-Open No. 5-85330, in order to mainly prevent a trailer swing phenomenon, at least one of a connection angle of a towed vehicle with respect to a towed vehicle and a time derivative thereof, and a dynamic rotational radius of curvature (or a steering angle) of the vehicle. ) And at least one of its time derivatives, when a predictor of the trailer swing phenomenon (initial swing phenomenon) is determined, the braking force to the towed vehicle is released (correction control). You.
【０００３】[0003]
【発明が解決しようとする課題】ジャックナイフ現象
は、たとえば旋回中において、被牽引車の慣性に牽引車
が引き擦られ、被牽引車との連結点を中心にくの字形に
大きく屈折するものであり、被牽引車の荷重（積載量）
が大きい場合に発生しやすい。従来例（特開平５−８５
３３０号）においては、トレーラスイング現象を防止ま
たは最小限に抑えるよう、運転者のブレーキ操作による
被牽引車への制動力を解除するのであり、被牽引車の慣
性で急速に引き起こされるジャックナイフ現象に対して
は、運転者のブレーキ操作が間に合わない可能性もあ
り、適確な防止効果はあまり期待できない。The jackknife phenomenon is, for example, a phenomenon in which the towing vehicle is rubbed by the inertia of the towing vehicle during a turn, and is largely bent in a V-shape around a connection point with the towing vehicle. And the load (load capacity) of the towed vehicle
It is easy to occur when is large. Conventional example (JP-A-5-85
No. 330), in order to prevent or minimize the trailer swing phenomenon, the braking force on the towed vehicle by the driver's brake operation is released, and the jackknife phenomenon rapidly caused by the inertia of the towed vehicle However, there is a possibility that the driver may not be able to operate the brakes in time, so that an accurate prevention effect cannot be expected much.
【０００４】この発明は、連結車両のジャックナイフ現
象についても、これを有効に防止できる対策手段の提供
を目的とする。An object of the present invention is to provide a countermeasure for effectively preventing the jackknife phenomenon of a connected vehicle.
【０００５】[0005]
【課題を解決するための手段】第１の発明では、連結車
両の車体速を検出する手段と、連結車両の連結角および
連結角速度を検出する手段と、車体速の検出値に応じた
連結角しきい値および車体速の検出値に応じた連結角速
度しきい値を求める手段と、連結角の検出値が連結角し
きい値以上かつ連結角速度の検出値が連結角速度しきい
値以上になると所定の解除条件が成立するまで被牽引車
の車輪へ制動力を自動的に付与する手段と、を備える。According to a first aspect of the present invention, there is provided a means for detecting a vehicle speed of a connected vehicle, a means for detecting a connection angle and a connection angular speed of the connected vehicle, and a connection angle corresponding to a detected value of the vehicle speed. Means for determining a connection angular velocity threshold value in accordance with the threshold value and the detected value of the vehicle body speed; Means for automatically applying a braking force to the wheels of the towed vehicle until the release condition is satisfied.
【０００６】第２の発明では、第１の発明における被牽
引車の車輪へ制動力を自動的に付与する手段は、ブレー
キ圧のＡＢＳ制御を行う手段を備える。In the second invention, the means for automatically applying the braking force to the wheels of the towed vehicle in the first invention comprises means for performing ABS control of the brake pressure.
【０００７】第３の発明では、第１の発明における車体
速の検出値に応じた連結角しきい値および車体速に応じ
た連結角速度しきい値を求める手段は、被牽引車の積載
量を検出する手段と、この検出値に応じて連結角しきい
値および連結角速度しきい値を補正する手段と、を備え
る。In the third invention, the means for obtaining the connection angle threshold value according to the detected value of the vehicle body speed and the connection angular speed threshold value according to the vehicle body speed according to the first invention, comprises: A detecting means; and a means for correcting the connection angle threshold value and the connection angular velocity threshold value in accordance with the detected value.
【０００８】[0008]
【発明の効果】第１の発明〜第３の発明においては、連
結角の検出値が連結角しきい値以上かつ連結角速度の検
出値が連結角速度しきい値以上になると、所定の解除条
件が成立するまで被牽引車の車輪へ制動力が自動的に付
与される。このため、被牽引車の制動力で後側から引っ
張られる具合に連結角が０へ引き伸ばされるようにな
り、くの字姿勢の立て直しおよびジャックナイフ現象の
防止が得られる。連結角しきい値および連結角速度しき
い値に車体速依存性（車体速が大きくなるほどしきい値
は小さくなる）を持たせることにより、たとえば交差点
において、被牽引車の車輪への不用意な制動力の付与も
少なくなり、車両の円滑な右左折を確保することができ
る。According to the first to third aspects of the present invention, when the detected value of the connection angle is equal to or larger than the connection angle threshold and the detected value of the connection angular velocity is equal to or larger than the connection angular speed threshold, the predetermined release condition is satisfied. The braking force is automatically applied to the wheels of the towed vehicle until the condition is satisfied. For this reason, the connecting angle is extended to zero as the vehicle is pulled from the rear side by the braking force of the towed vehicle, so that the dogleg posture can be restored and the jackknife phenomenon can be prevented. By providing the connection angle threshold value and the connection angular speed threshold value with the vehicle speed dependence (the threshold value decreases as the vehicle speed increases), for example, at an intersection, careless control of the wheels of the towed vehicle is made. The application of power is reduced, and a smooth left / right turn of the vehicle can be secured.
【０００９】第２の発明においては、被牽引車の車輪ロ
ックに伴う横方向への安定度の低下が回避され、くの字
姿勢の立て直しおよびジャックナイフ現象の防止に被牽
引車への制動力を有効に機能させることができる。第３
の発明においては、連結角しきい値および連結角速度し
きい値に荷重（積載量）依存性も加わるので、制御開始
の感度をさらに高めることができる。According to the second aspect of the present invention, the stability of the towed vehicle in the lateral direction due to the locking of the wheel of the towed vehicle is avoided, and the braking force applied to the towed vehicle is prevented in order to reshape the dogleg posture and prevent the jack knife phenomenon. Can function effectively. Third
According to the invention, the load (loading amount) dependency is added to the connection angle threshold value and the connection angular speed threshold value, so that the control start sensitivity can be further increased.
【００１０】[0010]
【発明の実施の形態】図１において、２０は牽引車（ト
ラクタ）、４０は被牽引車（トレーラ）であり、これら
は連結器３０（第５輪カプラ）を介して連結される。２
４，２５は被牽引車４０の車輪に制動力を発生させるブ
レーキチャンバ、１は牽引車に搭載のコントロールユニ
ット、２はコントロールユニット１からのブレーキ指令
信号に基づいて、これをブレーキチャンバ２４，２５へ
付与するブレーキ圧（制動力）に変換してＡＢＳ制御を
行う制動力モジュレータである。DESCRIPTION OF THE PREFERRED EMBODIMENTS In FIG. 1, reference numeral 20 denotes a towing vehicle (tractor) and reference numeral 40 denotes a towed vehicle (trailer), which are connected via a coupler 30 (fifth wheel coupler). 2
Reference numerals 4 and 25 denote a brake chamber for generating a braking force on the wheels of the towed vehicle 40, 1 a control unit mounted on the towed vehicle, and 2 a brake chamber based on a brake command signal from the control unit 1 to transmit the brake chambers 24 and 25. This is a braking force modulator that converts the brake pressure (braking force) to be applied to the vehicle and performs ABS control.
【００１１】コントロールユニット１は、牽引車の車両
状態量に基づいて、その異常な車両挙動を安定化させる
よう、各輪へのブレーキ圧および駆動輪へのエンジント
ルクを制御する（車両挙動の安定化制御）。すなわち、
牽引車の車両状態量から異常な車両挙動が判定される
と、異常な車両挙動を立て直す（安定化）方向へのヨー
モーメントを積極的に発生させるよう、車両状態量をも
とに諸種の演算処理を行うことにより、各輪に対する目
標スリップ率および駆動輪に対する目標エンジントルク
が設定され、各輪のスリップ率（測定値）を目標スリッ
プ率と一致させるよう、各輪へのブレーキ圧を制御する
と共に、エンジンのアクセル開示（検出値）を目標エン
ジントルクに一致させるよう、エンジン出力を制御する
のである。車両状態量は、各輪の回転速度と操舵角と車
体横加速度とヨーレイトなどの検出値に基づいて演算さ
れる。The control unit 1 controls the brake pressure on each wheel and the engine torque on the drive wheels to stabilize the abnormal vehicle behavior based on the vehicle state quantity of the towing vehicle (stabilization of vehicle behavior). Control). That is,
When abnormal vehicle behavior is determined from the vehicle state quantity of the towing vehicle, various calculations are performed based on the vehicle state quantity so as to positively generate a yaw moment in the direction of rebuilding (stabilizing) the abnormal vehicle behavior. By performing the processing, the target slip ratio for each wheel and the target engine torque for the drive wheels are set, and the brake pressure on each wheel is controlled so that the slip ratio (measured value) of each wheel matches the target slip ratio. At the same time, the engine output is controlled so that the accelerator release (detected value) of the engine matches the target engine torque. The vehicle state quantity is calculated based on detected values such as the rotation speed of each wheel, the steering angle, the vehicle body lateral acceleration, and the yaw rate.
【００１２】コントロールユニット１には、被牽引車４
０の異常な車両挙動（ジャックナイフ現象の予兆など）
を抑制するため、被牽引車４０の各輪へのブレーキ圧を
制御する機能が付加される。図２はこの付加機能に係る
ブロック構成図であり、４１は車体速検出手段、４２は
連結角検出手段である。車体速検出手段４１は、牽引車
２０の車輪速度センサ１０〜１３および被牽引車４０の
車輪速度センサ１４，１５から構成され、これらの平均
値を車体速Ｖｒｅｆとして検出する。連結角検出手段４
２（連結角センサ）は連結器３０に設けられ、牽引車２
０の進行方向と被牽引車４０の進行方向との交差角を検
出する。The control unit 1 includes a towed vehicle 4
Unusual vehicle behavior of 0 (such as a sign of the jackknife phenomenon)
In order to suppress the above, a function of controlling the brake pressure on each wheel of the towed vehicle 40 is added. FIG. 2 is a block diagram showing the additional function. Reference numeral 41 denotes a vehicle speed detecting means, and reference numeral 42 denotes a connection angle detecting means. The vehicle speed detecting means 41 includes wheel speed sensors 10 to 13 of the towing vehicle 20 and wheel speed sensors 14 and 15 of the towed vehicle 40, and detects an average of these as the vehicle speed Vref. Connection angle detecting means 4
2 (connection angle sensor) is provided in the connector 30 and the towing vehicle 2
The intersection angle between the traveling direction of the trailer 0 and the traveling direction of the towed vehicle 40 is detected.
【００１３】コントロールユニット１には、図４のよう
な車体速Ｖｒｅｆに応じた連結角しきい値ｄｅｇ＿ｍの
制御マップと、図５のような同じくＶｒｅｆに応じた連
結角速度しきい値ｄｄｅｇ＿ｍの制御マップと、が格納
される。連結角しきい値ｄｅｇ＿ｍおよび連結角速度し
きい値ｄｄｅｇ＿ｍは、車体速Ｖｒｅｆが大きくなるほ
ど、小さくなる特性に設定される。そして、コントロー
ルユニット１は、連結角ｄｅｇから連結角速度ｄｄｅｇ
を求め、連結角ｄｅｇと車体速Ｖｒｅｆに対応する連結
角しきい値ｄｅｇ＿ｍとの比較結果および連結角速度ｄ
ｄｅｇと同じく連結角速度しきい値ｄｄｅｇ＿ｍとの比
較結果、に基づいて被牽引車４０の異常な車両挙動を判
定すると、所定の解除条件が成立するまでの間、被牽引
車４０の各輪に対するブレーキ指令信号を制動力モジュ
レータ２へ出力する。The control unit 1 has a control map of a connection angle threshold deg_m corresponding to the vehicle speed Vref as shown in FIG. 4 and a control map of a connection angular speed threshold ddeg_m also corresponding to Vref as shown in FIG. And are stored. The connection angle threshold value deg_m and the connection angular speed threshold value ddeg_m are set to characteristics such that they decrease as the vehicle speed Vref increases. Then, the control unit 1 calculates the connection angular velocity ddeg from the connection angle deg.
And a comparison result between the connection angle deg and the connection angle threshold deg_m corresponding to the vehicle speed Vref, and the connection angular velocity d
When abnormal vehicle behavior of the towed vehicle 40 is determined based on the result of comparison with the connection angular velocity threshold value ddeg_m as in the case of deg, braking of each wheel of the towed vehicle 40 is performed until a predetermined release condition is satisfied. A command signal is output to the braking force modulator 2.
【００１４】図３は、コントロールユニット１の制御内
容を説明するフローチャートであり、所定の制御周期毎
に繰り返し実行される。ステップ１においては、連結角
センサ４２で検出される連結角ｄｅｇを読み取る。ステ
ップ２においては、連結角ｄｅｇから連結角速度ｄｄｅ
ｇを算出する。ステップ３においては、車輪速度センサ
１０〜１５の検出信号に基づく車体速Ｖｒｅｆを読み取
る。ステップ４においては、車体速Ｖｒｅｆに対応する
連結角しきい値ｄｅｇ＿ｍと同じく車体速Ｖｒｅｆに対
応する連結角速度しきい値ｄｄｅｇ＿ｍをそれぞれ制御
マップから求める。FIG. 3 is a flowchart for explaining the control contents of the control unit 1, which is repeatedly executed at a predetermined control cycle. In step 1, the connection angle deg detected by the connection angle sensor 42 is read. In Step 2, the connection angular velocity dde is calculated from the connection angle deg.
Calculate g. In step 3, the vehicle speed Vref based on the detection signals of the wheel speed sensors 10 to 15 is read. In step 4, a connection angle threshold ddeg_m corresponding to the vehicle speed Vref as well as a connection angle threshold deg_m corresponding to the vehicle speed Vref is obtained from the control map.
【００１５】ステップ５においては、制御フラグＦ＝１
（制御の初期化により，Ｆ＝０にセットされる）かどう
かを判定する。ステップ６においては、連結角ｄｅｇが
車体速Ｖｒｅｆに対応する連結角しきい値ｄｅｇ＿ｍ以
上かつ連結角速度ｄｄｅｇが車体速Ｖｒｅｆに対応する
連結角速度しきい値ｄｄｅｇ＿ｍ以上かどうかを判定す
る。In step 5, control flag F = 1
(F = 0 is set by control initialization). In step 6, it is determined whether or not the connection angle deg is equal to or greater than a connection angle threshold deg_m corresponding to the vehicle speed Vref and the connection angular speed ddeg is equal to or greater than the connection angular speed threshold ddeg_m corresponding to the vehicle speed Vref.
【００１６】ステップ５の判定がｙｅｓ（Ｆ＝１）のと
きは、ステップ６をパスしてステップ７へ飛び、ステッ
プ７およびステップ８において、被牽引車４０の各輪に
対するブレーキ指令信号を制動力モジュレータ２へ出力
する制御を継続すると共に制御フラグＦ＝１を保持す
る。ステップ５の判定がｎｏ（Ｆ≠１）かつステップ６
の判定がｙｅｓ（ｄｅｇ＿ｍ≦ｄｅｇかつｄｄｅｇ＿ｍ
≦ｄｄｅｇ）のときは、ステップ７およびステップ８に
おいて、被牽引車４０の各輪に対するブレーキ指令信号
を制動力モジュレータ２へ出力する制御を開始すると共
に制御フラグＦ＝１に切り替える。ステップ５の判定が
ｎｏ（Ｆ≠１）かつステップ６の判定がｎｏ（ｄｅｇ＿
ｍ≦ｄｅｇかつｄｄｅｇ＿ｍ≦ｄｄｅｇの不成立）のと
きは、ステップ１２へ飛び、被牽引車４０の各輪に対す
るブレーキ指令信号を制動力モジュレータ２へ出力する
制御を停止（解除）するのである。If the determination in step 5 is yes (F = 1), the program skips step 6 and jumps to step 7. In steps 7 and 8, the brake command signal for each wheel of the towed vehicle 40 is given a braking force. Control output to the modulator 2 is continued, and the control flag F = 1 is held. If the determination in step 5 is no (F ≠ 1) and step 6
Is yes (deg_m ≦ deg and ddeg_m
If ≦ ddeg), in steps 7 and 8, control to output a brake command signal for each wheel of the towed vehicle 40 to the braking force modulator 2 is started, and the control flag is switched to F = 1. The determination of step 5 is no (F ≠ 1) and the determination of step 6 is no (deg_
If m ≦ deg and ddeg_m ≦ ddeg are not satisfied), the process jumps to step 12 to stop (cancel) the control of outputting the brake command signal for each wheel of the towed vehicle 40 to the braking force modulator 2.
【００１７】ステップ７における制御（制動力モジュレ
ータへのブレーキ指令信号の出力）の解除条件としてス
テップ９およびステップ１０が設定される。ステップ９
においては、連結角ｄｅｇが規定値ｄｅｇ＿ｎｏ（操舵
角に対応する正常範囲の上限値）以下かどうか、ステッ
プ１０においては、車体速Ｖｒｅｆが規定値Ｖ＿ｎｏ
（制御領域の下限値）以下かどうか、を判定する。そし
て、ステップ９の判定およびステップ１０の判定がとも
にｎｏのときは、ＥＮＤへ飛ぶ一方、ステップ９の判定
およびステップ１０の判定がともにｎｏ（ｄｅｇ≦ｄｅ
ｇ＿ｎｏかつＶｒｅｆ≦Ｖ＿ｎｏ）または一方の判定が
ｙｅｓ（ｄｅｇ≦ｄｅｇ＿ｎｏまたはＶｒｅｆ≦Ｖ＿ｎ
ｏ）のときは、ステップ１１において、制御フラグＦ＝
０に切り替えてから、ステップ１２へ進む。Steps 9 and 10 are set as conditions for releasing the control (output of the brake command signal to the braking force modulator) in step 7. Step 9
In step 10, whether the connection angle deg is equal to or smaller than a specified value deg_no (upper limit of the normal range corresponding to the steering angle), in step 10, the vehicle speed Vref is set to the specified value V_no.
(Lower limit of control area) is determined. If both the determinations in step 9 and step 10 are no, the process jumps to END, while both the determination in step 9 and the determination in step 10 are no (deg ≦ de).
g_no and Vref ≦ V_no) or one of the determinations is yes (deg ≦ deg_no or Vref ≦ V_n)
In the case of o), in step 11, the control flag F =
After switching to 0, the process proceeds to step 12.
【００１８】このような構成により、連結角ｄｅｇが車
体速に対応する連結角しきい値ｄｅｇ＿ｍ以上かつ連結
角速度ｄｄｅｇが同じく連結角速度しきい値ｄｄｅｇ＿
ｍ以上になると、所定の解除条件が成立するまでの間、
被牽引車４０の車輪へ制動力が自動的に付与される。こ
のため、被牽引車４０の制動力で後側から引っ張られる
具合に連結角が０へ引き伸ばされるようになり、連結角
の異常な動き（車両挙動）を矯正することができる。た
とえば、旋回中において、被牽引車４０の車輪に制動力
が働くと、被牽引車４０の慣性に連結角ｄｅｇが急速に
増幅されるのが抑えられ、ジャックナイフ現象の発生を
防止することができる。また、被牽引車４０に制動力が
掛かると、連結角ｄｅｇが０へ引き伸ばされるので、牽
引車２０が旋回から直進へ戻る過程においても、くの字
姿勢から円滑に回復できるようになる。また、ＡＢＳ制
御または周知の車両挙動の安定化制御（たとえば、特開
平９−１６４９３２号）を併用することにより、被牽引
車４０の車輪ロックに伴う横方向への安定度の低下が回
避され、ジャックナイフ現象の防止およびくの字姿勢の
立て直しに被牽引車４０への制動力を有効に機能させる
ことができる。With such a configuration, the connection angle deg is equal to or larger than the connection angle threshold deg_m corresponding to the vehicle body speed, and the connection angular speed ddeg is also the same as the connection angular speed threshold ddeg_.
m or more, until the predetermined release condition is satisfied,
The braking force is automatically applied to the wheels of the towed vehicle 40. For this reason, the connection angle is extended to zero as the vehicle is pulled from the rear side by the braking force of the towed vehicle 40, and abnormal movement of the connection angle (vehicle behavior) can be corrected. For example, when a braking force is applied to the wheels of the towed vehicle 40 during a turn, it is possible to prevent the coupling angle deg from being rapidly amplified by the inertia of the towed vehicle 40, and to prevent the occurrence of the jack knife phenomenon. it can. Further, when the braking force is applied to the towed vehicle 40, the connection angle deg is extended to 0, so that even in the process of the towed vehicle 20 returning from turning to straight traveling, it is possible to smoothly recover from the dogleg posture. Also, by using the ABS control or the well-known vehicle behavior stabilization control (for example, Japanese Patent Application Laid-Open No. 9-164932), a decrease in stability in the lateral direction due to the wheel lock of the towed vehicle 40 can be avoided. The braking force on the towed vehicle 40 can be effectively functioned to prevent the jackknife phenomenon and to reshape the dogleg posture.
【００１９】連結角しきい値ｄｅｇ＿ｍおよび連結角速
度しきい値ｄｄｅｇ＿ｍの制御マップは、車体速依存性
（車体速が大きくなるほどしきい値は小さくなる）を備
えるので、たとえば交差点において、被牽引車４０への
不用意な制動力の付与も少なくなり、車両の円滑な右左
折を確保することができる。なお、路面μを推定するこ
とにより、制御マップの連結角しきい値ｄｅｇ＿ｍおよ
び連結角速度しきい値ｄｄｅｇ＿ｍを路面μの推定値に
応じて補正したり、また被牽引車４０の荷重（積載量）
を検出することにより、図６，図７のように制御マップ
の連結角しきい値ｄｅｇ＿ｍおよび連結角速度しきい値
ｄｄｅｇ＿ｍを荷重の検出値に応じて補正したりする
と、被牽引車４０の制動力を車両の走行状況に応じてき
め細かく制御することが可能となり、制御開始の感度も
さらに高めることができる。Since the control map of the connection angle threshold deg_m and the connection angular speed threshold ddeg_m has a vehicle speed dependency (the threshold decreases as the vehicle speed increases), for example, at the intersection, the towing vehicle 40 Inadvertent application of braking force to the vehicle is reduced, and a smooth left / right turn of the vehicle can be secured. By estimating the road surface μ, the connection angle threshold value deg_m and the connection angular speed threshold value ddeg_m in the control map are corrected according to the estimated value of the road surface μ, and the load (loading amount) of the towed vehicle 40 is adjusted.
When the connection angle threshold deg_m and the connection angular velocity threshold ddeg_m in the control map are corrected according to the detected load value as shown in FIGS. 6 and 7, the braking force of the towed vehicle 40 is detected. Can be finely controlled in accordance with the running condition of the vehicle, and the sensitivity of control start can be further increased.
【図１】この発明の実施形態を表すシステムの概要図で
ある。FIG. 1 is a schematic diagram of a system representing an embodiment of the present invention.
【図２】同じく一部ブロック構成図である。FIG. 2 is a partial block configuration diagram.
【図３】同じく制御内容を説明するフローチャートであ
る。FIG. 3 is a flowchart for explaining control contents.
【図４】同じく連結角しきい値のマップ特性図である。FIG. 4 is a map characteristic diagram of a connection angle threshold value.
【図５】同じく連結角速度しきい値のマップ特性図であ
る。FIG. 5 is a map characteristic diagram of the connection angular velocity threshold value.
【図６】同じく連結角しきい値のマップ特性図である。FIG. 6 is a map characteristic diagram of a connection angle threshold value.
【図７】同じく連結角速度しきい値のマップ特性図であ
る。FIG. 7 is a map characteristic diagram of a connection angular velocity threshold value.
１ コントロールユニット ２ 制動力モジュレータ １０〜１５ 車輪速度センサ ２０ 牽引車 ２４，２５ ブレーキチャンバ ３０ 連結器 ４０ 被連結車 ４１ 車体速検出手段 ４２ 連結角検出手段 DESCRIPTION OF SYMBOLS 1 Control unit 2 Braking force modulator 10-15 Wheel speed sensor 20 Traction vehicle 24, 25 Brake chamber 30 Coupler 40 Connected vehicle 41 Vehicle speed detection means 42 Connection angle detection means
フロントページの続き Ｆターム(参考） 3D045 AA04 BB37 EE21 GG23 GG27 3D046 AA04 BB21 BB28 EE01 HH23 HH29 HH36 HH46 JJ02 JJ05 KK07 Continued on the front page F term (reference) 3D045 AA04 BB37 EE21 GG23 GG27 3D046 AA04 BB21 BB28 EE01 HH23 HH29 HH36 HH46 JJ02 JJ05 KK07
Claims (3)
車両の連結角および連結角速度を検出する手段と、車体
速の検出値に応じた連結角しきい値および車体速の検出
値に応じた連結角速度しきい値を求める手段と、連結角
の検出値が連結角しきい値以上かつ連結角速度の検出値
が連結角速度しきい値以上になると所定の解除条件が成
立するまで被牽引車の車輪へ制動力を自動的に付与する
手段と、を備えたことを特徴とする車両挙動制御装置。1. A means for detecting a vehicle speed of a connected vehicle, a means for detecting a connection angle and a connection angular speed of a connected vehicle, and a connection angle threshold value and a detected value of a vehicle speed corresponding to a detected value of the vehicle speed. Means for determining a connection angular velocity threshold corresponding to the towed vehicle until the predetermined release condition is satisfied when the detected value of the connection angle is equal to or larger than the connection angle threshold and the detected value of the connection angular velocity is equal to or larger than the connection angular velocity threshold Means for automatically applying a braking force to the wheels of the vehicle.
る手段は、ブレーキ圧のＡＢＳ制御を行う手段を備えた
ことを特徴とする請求項１に記載の車両挙動制御装置。2. The vehicle behavior control device according to claim 1, wherein the means for automatically applying the braking force to the wheels of the towed vehicle includes means for performing ABS control of the brake pressure.
よび車体速に応じた連結角速度しきい値を求める手段
は、被牽引車の積載量を検出する手段と、この検出値に
応じて連結角しきい値および連結角速度しきい値を補正
する手段と、を備えたことを特徴とする請求項１に記載
の車両挙動制御装置。3. A means for determining a connection angle threshold value in accordance with a detected value of a vehicle body speed and a connection angle threshold value in accordance with a vehicle body speed includes means for detecting a load amount of a towed vehicle, 2. The vehicle behavior control device according to claim 1, further comprising: means for correcting the connection angle threshold value and the connection angular speed threshold value in response.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000018657A JP4028950B2 (en) | 2000-01-27 | 2000-01-27 | Vehicle behavior control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000018657A JP4028950B2 (en) | 2000-01-27 | 2000-01-27 | Vehicle behavior control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2001206211A true JP2001206211A (en) | 2001-07-31 |
| JP4028950B2 JP4028950B2 (en) | 2008-01-09 |
Family
ID=18545478
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000018657A Expired - Fee Related JP4028950B2 (en) | 2000-01-27 | 2000-01-27 | Vehicle behavior control device |
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| Country | Link |
|---|---|
| JP (1) | JP4028950B2 (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2398050A (en) * | 2003-02-07 | 2004-08-11 | Ford Global Tech Llc | Vehicle steering aid system |
| JP2008037420A (en) * | 2006-08-05 | 2008-02-21 | Wabco Gmbh | Electrically controlled braking device |
| JP2008074393A (en) * | 2006-09-01 | 2008-04-03 | Deere & Co | Articulated work vehicle steering system with controlled steering cushioning and associated method |
| WO2010087022A1 (en) * | 2009-02-02 | 2010-08-05 | トヨタ自動車株式会社 | Behavior controller of combination vehicle |
| US9156496B2 (en) | 2007-03-21 | 2015-10-13 | Ford Global Technologies, Llc | Vehicle maneuvering aids |
| KR20180121049A (en) * | 2017-04-28 | 2018-11-07 | 주식회사 만도 | Vehicle control apparatus and control method thereof |
| JP2018192928A (en) * | 2017-05-18 | 2018-12-06 | 株式会社アドヴィックス | Motion control device of traction vehicle |
| KR20190078728A (en) * | 2017-12-27 | 2019-07-05 | 현대자동차주식회사 | Vehicle and controlling method thereof |
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2000
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Cited By (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2398050B (en) * | 2003-02-07 | 2006-03-22 | Ford Global Tech Llc | Vehicle steering aids |
| GB2398050A (en) * | 2003-02-07 | 2004-08-11 | Ford Global Tech Llc | Vehicle steering aid system |
| JP2008037420A (en) * | 2006-08-05 | 2008-02-21 | Wabco Gmbh | Electrically controlled braking device |
| JP2008074393A (en) * | 2006-09-01 | 2008-04-03 | Deere & Co | Articulated work vehicle steering system with controlled steering cushioning and associated method |
| US9156496B2 (en) | 2007-03-21 | 2015-10-13 | Ford Global Technologies, Llc | Vehicle maneuvering aids |
| US9971943B2 (en) | 2007-03-21 | 2018-05-15 | Ford Global Technologies, Llc | Vehicle trailer angle detection system and method |
| US9566911B2 (en) | 2007-03-21 | 2017-02-14 | Ford Global Technologies, Llc | Vehicle trailer angle detection system and method |
| WO2010087022A1 (en) * | 2009-02-02 | 2010-08-05 | トヨタ自動車株式会社 | Behavior controller of combination vehicle |
| US9043105B2 (en) | 2009-02-02 | 2015-05-26 | Toyota Jidosha Kabushiki Kaisha | Behavior control device for a combination vehicle |
| JP5201219B2 (en) * | 2009-02-02 | 2013-06-05 | トヨタ自動車株式会社 | Linked vehicle behavior control device |
| KR20180121049A (en) * | 2017-04-28 | 2018-11-07 | 주식회사 만도 | Vehicle control apparatus and control method thereof |
| KR102036093B1 (en) * | 2017-04-28 | 2019-10-25 | 주식회사 만도 | Vehicle control apparatus and control method thereof |
| US10940887B2 (en) | 2017-04-28 | 2021-03-09 | Mando Corporation | Vehicle control apparatus and control method thereof |
| JP2018192928A (en) * | 2017-05-18 | 2018-12-06 | 株式会社アドヴィックス | Motion control device of traction vehicle |
| KR20190078728A (en) * | 2017-12-27 | 2019-07-05 | 현대자동차주식회사 | Vehicle and controlling method thereof |
| KR102418030B1 (en) * | 2017-12-27 | 2022-07-07 | 현대자동차주식회사 | Vehicle and controlling method thereof |
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