JP2002274344A - Vehicular motion control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular behavior control device properly operating throughout all of evasive traveling and properly carrying out evasive traveling to an obstacle by precedently discriminating an obstacle to a vehicle and considering various kinds of travel information. SOLUTION: The obstacle to an own vehicle 1 is determined beforehand, and in an evasive traveling control part 80, it is accurately determined whether or not the obstacle can be evaded just by a braking operation of the own vehicle 1 by considering road surface information and relative motion between the own vehicle 1 and the obstacle. If the obstacle can not be evaded just by the braking operation of the own vehicle 1 and when either one of control parts 60, 65, 70, or 75 can be operated normally, the vehicular behavior control parts 60, 65, 70, and 75 are switched to evasive traveling modes in accordance with a steering wheel operation and a vehicular behavior. During the evasive traveling mode, necessary control is performed by the vehicular behavior control parts 60, 65, 70, and 75 in accordance with the steering wheel operation and changes of the vehicular behavior. The evasive traveling mode is canceled when a completion of the evasive traveling by the steering wheel operation of a driver is detected or a stable vehicular behavior after evasion of the obstacle is detected.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle motion control device for appropriately performing avoidance of an obstacle in consideration of before and after avoidance.

[0002]

2. Description of the Related Art In recent years, control devices for various vehicle behaviors have been developed and put into practical use in order to improve the running performance of vehicles. A braking force control device that applies braking force to appropriate wheels during cornering to improve running stability based on the relationship between the forces acting on the vehicle during cornering, etc., after controlling the steering of the rear wheels according to the running state of the vehicle Wheel steering control device, left and right driving force distribution control device that controls the distribution of driving force between left and right wheels based on the running condition of the vehicle, and differential limiting force of the center differential device between the front and rear wheels based on the running condition of the vehicle An example is a power distribution control device that performs predetermined torque distribution between front and rear wheels.

[0003] Recently, various techniques have been proposed for recognizing obstacles ahead of a vehicle (including a preceding vehicle) so as to safely stop or avoid the obstacle. For example, JP-A-7-
In Japanese Patent No. 21500, the steering operation of the driver is detected, and the own vehicle and the obstacle are in an approaching state.
Only when it is determined that contact between the host vehicle and an obstacle cannot be avoided only by braking the vehicle by controlling the brake pressure,
There is disclosed an automatic brake control device that controls a brake pressure for each wheel so that the turning performance of a vehicle in a steering wheel operation direction of a driver is enhanced.

[0004]

However, in the above-mentioned prior art, there is a problem that although it is possible to appropriately control the vehicle until the obstacle is avoided, it is not possible to perform detailed control after the vehicle starts to avoid the obstacle.

[0005] In the above-mentioned prior art, the aim is to improve the turning performance by automatic braking. However, it is desirable that the control can be efficiently performed using the above-described control device for various vehicle behaviors. However, when the vehicle avoids an obstacle, an operation to return to the original vehicle posture is performed in a short time when avoiding the obstacle and after avoiding the obstacle. It is necessary to ensure that the control device operates stably and naturally.

On the other hand, in such a device for avoiding an obstacle in front, when erroneous obstacle information is input, depending on the content, the vehicle immediately enters the avoidance driving mode, and the control characteristics are changed. , The driver may feel uncomfortable.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an obstacle to a vehicle is accurately determined in advance. It is an object of the present invention to provide a vehicle motion control device that can operate properly to avoid obstacles.

[0008]

According to a first aspect of the present invention, there is provided a vehicle motion control device for recognizing an obstacle ahead of a traveling road and detecting obstacle information. Self-vehicle information detecting means for detecting a running state of the self-vehicle, vehicle behavior control means for varying the turning performance of the self-vehicle to control the vehicle behavior, and based on the obstacle information and the self-vehicle information. Braking avoidance determination means for determining whether or not the own vehicle can avoid the obstacle only by the braking operation of the own vehicle, and the vehicle behavior control means when the own vehicle cannot avoid the obstacle only by the braking operation When the operation of the vehicle behavior control is detected, the vehicle behavior control means is shifted to the avoidance traveling mode in accordance with the steering operation and the vehicle behavior, and in the avoidance traveling mode, the vehicle behavior control means is controlled in accordance with the steering operation and the vehicle behavior. The control by the vehicle behavior control means in avoidance travel mode is characterized in that a avoidance control means for variably.

[0009] The vehicle motion control device according to claim 1 is
The obstacle recognition means recognizes an obstacle in front of the traveling road to detect obstacle information, and the own vehicle information detecting means detects a traveling state of the own vehicle. Then, based on the obstacle information and the own vehicle information, the braking avoidance determining means determines whether the own vehicle can avoid the obstacle only by the braking operation of the own vehicle, and the own vehicle cannot avoid the obstacle only by the braking operation. In such a case, when the operation of the vehicle behavior control of the vehicle behavior control means is detected, the avoidance control means controls the vehicle behavior control means for varying the turning performance of the own vehicle to control the vehicle behavior, by controlling the steering operation and the vehicle behavior. The mode is shifted to the avoidance mode according to. The avoidance control means varies the control by the vehicle behavior control means in the avoidance travel mode in accordance with the steering wheel operation and the vehicle behavior during the avoidance travel mode.
For this reason, an obstacle to the vehicle is accurately determined in advance in consideration of the input of erroneous obstacle information, and a control device for each vehicle behavior over the entire avoidance traveling in consideration of various traveling information. Can operate properly, and can avoid obstacles appropriately.

According to a second aspect of the present invention, there is provided a vehicle motion control apparatus according to the first aspect, wherein the avoidance traveling mode by the avoidance control means includes controlling the vehicle behavior control means from a normal state. A first mode in which the control is changed in a direction to improve the turning performance, and a second mode in which the control is changed in a direction to maintain the vehicle posture more strongly than the first mode. Then, the control of the vehicle behavior control means is changed in the direction of improving the turning performance more than usual, or the control is changed in the direction of maintaining the vehicle posture stronger than usual, that is, the direction of further improving the stability.

Further, in the vehicle motion control apparatus according to the present invention, the avoidance traveling mode by the avoidance control means may include the first vehicle behavior control means and the first vehicle behavior control means. In the above mode, when the steering direction of the steering wheel is reversed, the vehicle behavior control means is switched to the second mode. That is, in general, in avoidance traveling, turning properties are required at the beginning of avoidance, but stability is required to return to the original vehicle posture after avoiding an obstacle. For this reason, the reversal of the steering direction of the steering wheel is determined as a branch point of obstacle avoidance during avoidance traveling, and the control that emphasizes turning performance is changed to the control that emphasizes stability.

According to a fourth aspect of the present invention, there is provided a vehicle motion control apparatus according to any one of the first to third aspects, wherein the avoidance traveling mode by the avoidance control means includes a steering wheel. The above-described avoidance traveling is performed when at least one of a case where the steering is small for a predetermined time or more and a state where the deviation between the target yaw rate and the actual yaw rate is within a predetermined setting range for a predetermined time or more. The feature is to release the mode. In other words, if the steering wheel steering is kept small for more than a predetermined period of time, or if the deviation between the target yaw rate and the actual yaw rate is within a predetermined range, the state is avoided. Assuming that the traveling has ended, the avoidance traveling mode is released.

According to a fifth aspect of the present invention, there is provided a vehicle motion control apparatus according to any one of the first to fourth aspects, wherein the vehicle behavior control means includes:
A braking force control unit that controls the braking force to be applied to predetermined selected wheels based on the running state of the vehicle, a rear wheel steering control unit that performs predetermined steering control of the rear wheels according to the running state of the vehicle, At least a front / rear driving force distribution control unit that variably controls the driving force distribution between the front and rear wheels according to the traveling state and a left / right driving force distribution control unit that variably controls the driving force distribution between the left and right wheels according to the traveling state of the vehicle It is characterized by being one.

According to a sixth aspect of the present invention, there is provided a vehicle motion control apparatus according to any one of the first to fifth aspects, wherein the road surface information for estimating the road surface information on which the host vehicle travels is provided. Estimating means, wherein the braking avoidance determining means determines whether or not the own vehicle can avoid the obstacle by only the braking operation based on the road surface information, so that the obstacle can be avoided more accurately. Or not.

[0015]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 5 show an embodiment of the present invention, FIG. 1 is a schematic explanatory view of the entire vehicle motion control device in a vehicle, FIG. 2 is a functional block diagram illustrating an avoidance traveling control unit, and FIG. 4 is a flowchart following the control program, FIG. 4 is a flowchart continued from FIG. 3, and FIG. 5 is a flowchart continued from FIG.

In FIG. 1, reference numeral 1 denotes a host vehicle, and reference numeral 2 denotes an engine, which is arranged at the front of the vehicle. The driving force from the engine 2 is transmitted from an automatic transmission (including a torque converter and the like) 3 behind the engine 2 to a center differential device 4 via a transmission output shaft 3a. The torque is distributed to the rear wheel side and the front wheel side at a predetermined torque distribution ratio.

The driving force distributed from the center differential device 4 to the rear wheels is input to a rear final drive device 8 via a rear drive shaft 5, a propeller shaft 6, and a drive pinion 7.

On the other hand, the driving force distributed from the center differential device 4 to the front wheels is transferred to the front differential device 12 via the transfer drive gear 9, the transfer driven gear 10, and the front drive shaft 11.
It is configured to be inputted to. Here, the automatic transmission 3, the center differential device 4, the front differential device 12, and the like are integrally provided in a case 13.

The driving force input to the rear final drive device 8 is applied to the left rear wheel 1 via the rear left drive shaft 14rl.
5rl, right rear wheel 15rr via rear wheel right drive shaft 14rr
Is transmitted to On the other hand, the front differential device 1
2 is transmitted to the left front wheel 15fl via the front left drive shaft 14fl and to the right front wheel 15fr via the front right drive shaft 14fr.

The center differential device 4 is provided at the rear inside the case 13, and the transmission output shaft 3a is rotatably inserted from the front of the rotatably stored carrier 16, while the rear drive shaft 5 is mounted from the rear. It is inserted rotatably.

A large-diameter first sun gear 17 is journalled at the rear end of the transmission output shaft 3a on the input side, and a small-diameter first sun gear 17 is mounted at the front end of the rear drive shaft 5 for outputting to the rear wheels. The second sun gear 18 is mounted on the shaft, and the carrier 16
A first sun gear 17 and a second sun gear 18 are housed therein.

The first sun gear 17 is a small-diameter first sun gear 17.
And a second gear train is formed by meshing the second sun gear 18 with a large-diameter second pinion 20. First pinion 19
The second pinion 20 and the second pinion 20 are integrally formed, and a plurality of pairs (for example, three pairs) of pinions are rotatably supported by the carrier 16. The carrier 16 is connected to the transfer drive gear 9 at the front end.
6 to the front wheels.

That is, in the center differential device 4, the driving force from the transmission output shaft 3a is transmitted to the first sun gear 17, and is output from the second sun gear 18 to the rear drive shaft 5, and the transmission drive gear 9. A compound planetary gear system without a ring gear for outputting to the front drive shaft 11 via the transfer driven gear 10.

The compound planetary gear type center differential device 4 includes first and second sun gears 17 and 18 and a plurality of first and second pinions 19 and 20 arranged around the sun gears 17 and 18. By properly setting the number of teeth, a differential function is provided.

Also, by setting the radius of the meshing pitch circle between the first and second sun gears 17 and 18 and the first and second pinions 19 and 20 as appropriate, the reference torque distribution can be reduced by 5 times.
Equal torque distribution of 0:50 or unequal torque distribution biased forward or backward is possible. In the present embodiment, reference torque distribution of 36:64 is set in front and back.

Further, the first and second sun gears 17 and 18 and the first and second pinions 19 and 20 are, for example, helical gears, and the first gear train and the second gear train are twisted. At different angles, the thrust load remains without canceling out the thrust load, causing friction torque between the pinion end faces,
Further, the combined force of separation and tangential load due to meshing acts on the surfaces of the first and second pinions 19 and 20 and the shaft portion of the carrier 16 which supports the first and second pinions 19 and 20. The center differential device 4 itself has a differential limiting function by setting so as to generate a friction torque and obtaining a differential limiting torque proportional to the input torque.

Further, between the carrier 16 of the center differential device 4 and the rear drive shaft 5, there is provided a transfer clutch 21 adopting a hydraulic multi-plate clutch for varying the driving force distribution between the front and rear wheels. By controlling the engagement force of the transfer clutch 21, the torque distribution of the front and rear wheels can be variably controlled within the range of the torque distribution ratio by the center differential device 4 from 4WD by the direct connection of 50:50. I have.

The transfer clutch 21 is connected to a transfer clutch drive unit 61 constituted by a hydraulic circuit having a plurality of solenoid valves, and is released and connected by the hydraulic pressure generated by the transfer clutch drive unit 61. Then, a control signal (an output signal for each solenoid valve) for driving the transfer clutch driving unit 61 is output from a front-rear driving force distribution control unit 60 described later.

On the other hand, the rear final drive 8
It has a differential function between the left and right wheels and a power distribution function, and varies the bevel gear type differential mechanism unit 22, a gear mechanism unit 23 composed of three-row gears, and the distribution of driving force between the left and right wheels at the rear wheels. It is mainly composed of two sets of clutch mechanisms 24 and is housed integrally in a differential carrier 25.

The drive pinion 7 is meshed with a final gear 27 provided on the outer periphery of a differential case 26 of the differential mechanism 22, and transmits a driving force distributed from the center differential device 4 to the rear wheels.

The differential mechanism section 22 includes a differential pinion (bevel gear) 29 rotatably supported by a pinion shaft 28 fixed to a differential case 26.
And left and right side gears (bevel gears) 3 that mesh with this
0L and 30R are accommodated in a differential case 26. Ends of rear left and right drive shafts 14rl and 14rr are axially mounted on the side gears 30L and 30R, respectively, in the differential case 26.

That is, the differential mechanism 22 is rotated by the drive pinion 7 so that the differential case 26 is rotated on the same axis as the side gears 30L and 30R. It is configured to perform differential operation.

The gear mechanism section 23 is divided into left and right parts with the differential mechanism section 22 interposed therebetween. A first gear 23z1 is fixed to a rear wheel left drive shaft 14rl, and a rear wheel right drive shaft 14rr. A second gear 23z2 and a third gear 23z3 are axially mounted, and these first, second, and third gears 23z1, 2
3z2 and 23z3 are arranged on the same rotation axis.

The first, second and third gears 23z1, 2
3z2 and 23z3 mesh with the fourth, fifth and sixth gears 23z4, 23z5 and 23z6 disposed on the same rotation axis, and the fourth, fifth and sixth gears 23z4, 23z5 and 23z6. A fourth gear 23z4 is axially mounted on the left-wheel-side end of the torque bypass shaft 31 disposed on the rotation shaft core.

The right end of the torque bypass shaft 31 is provided with a clutch mechanism 2 for executing power distribution between the left and right wheels.
4 is provided with a first differential control clutch 24a. The torque bypass shaft 31 is connected to the first differential control clutch 24a via the first differential control clutch 24a.
1 is the clutch hub side, and the shaft side of the sixth gear 23z6 is the clutch drum side), and is freely connectable to the shaft of the sixth gear 23z6 disposed on the left side of the first differential control clutch 24a. .

Further, a second differential control clutch 24b of the clutch mechanism 24 is formed on the torque bypass shaft 31 between the differential mechanism 22 and the fifth gear 23z5. 31 is provided on the right side of the second differential control clutch 24b via the second differential control clutch 24b (the torque bypass shaft 31 is defined as the clutch hub side and the shaft of the fifth gear 23z5 is defined as the clutch drum side). It can be freely connected to the shaft of the fifth gear 23z5.

Then, the first, second, third, fourth, fifth and fifth
Sixth gears 23z1, 23z2, 23z3, 23z4, 23z5,
23z6 each tooth number z1, z2, z3, z4, z
5, z6 are, for example, 82, 78, 86, 46, 50,
42 and the first and fourth gears 23z1, 23
Based on the gear train of z4 ((z4 / z1) = 0.56), the gear train of the second and fifth gears 23z2 and 23z5 ((z5
/Z2)=0.64) is the speed increase, the third and sixth gears 23z
A gear train of 3,23z6 ((z6 / z3) = 0.49) is a reduction gear train.

For this reason, when both the first and second differential control clutches 24a and 24b are not connected and operated, the driving force from the drive pinion 6 passes through the differential mechanism 22 as it is to the rear left and right drive shafts 14rl and 14rl. 14rr, but the first differential control clutch 24
a, the driving force distributed to the rear wheel right drive shaft 14rr is partially transmitted to the third gear 23z3, the sixth gear 23z6, the first differential control clutch 24a,
The torque is returned to the differential case 26 via the torque bypass shaft 31, the fourth gear 23z4, and the first gear 23z1 in this order. As a result, the torque distribution of the left rear wheel 15rl increases, and if the vehicle is on a normal road surface μ, the vehicle turns right. Recovery is improved.

Conversely, the second differential control clutch 2
4b, a part of the driving force transmitted from the drive pinion 6 to the differential case 26 is transmitted to the first gear 23z1, the fourth gear 23z4, the torque bypass shaft 31, and the second differential control clutch. 24b,
The fifth gear 23z5 and the second gear 23z2 are sequentially passed to the right drive shaft 14rr of the rear wheel to bypass the rear wheel 15rr, so that the torque distribution of the right rear wheel 15rr is increased. Is done.

First and second differential control clutch 2
Reference numerals 4a and 24b are connected to a differential control clutch drive section 66 constituted by a hydraulic circuit having a plurality of solenoid valves, and are released and connected by the hydraulic pressure generated by the differential control clutch drive section 66. Then, a control signal (an output signal to each solenoid valve) for driving the differential control clutch driving section 66 is:
The output is output from a left / right driving force distribution control unit 65 described later.

On the other hand, reference numeral 32 denotes a rear wheel steering section of the vehicle 1, and the rear wheel steering section 32 is driven by a rear wheel steering drive section 71 controlled by a rear wheel steering control section 70 described later. A rear wheel steering motor 33 is provided, and power from the rear wheel steering motor 33 is transmitted via a worm / worm wheel and a link mechanism, and the left rear wheel 15rl,
The right rear wheel 15rr is steered.

Reference numeral 76 denotes a brake drive unit of the vehicle. A master cylinder (not shown) connected to a brake pedal operated by a driver is connected to the brake drive unit 76. When the brake pedal is operated, the four wheels 15fl, 15fr, 15rl, 15
rr each wheel cylinder (left front wheel cylinder 34
fl, the right front wheel cylinder 34fr, the left rear wheel cylinder 34rl, and the right rear wheel cylinder 34rr), the brake pressure is introduced, whereby the four wheels are braked and braked.

The brake driving unit 76 includes a pressurizing source, a pressure reducing valve,
A hydraulic unit having a pressure increasing valve and the like. In addition to the above-described brake operation by the driver, in response to an input signal from a braking force control unit 75, which will be described later, each wheel cylinder 34fl, 34fr, 34rl, 34rr The brake pressures are formed independently and independently.

As described above, the front / rear driving force distribution control unit 60, the left / right driving force distribution control unit 65, the rear wheel steering control unit 70, and the braking force control unit 75 are provided as vehicle behavior control means, respectively. The vehicle 1 is provided with an avoidance traveling control unit 80 that outputs a signal to each of the control units 60, 65, 70, and 75. In addition, each control unit 6
From 0, 65, 70, and 75, a signal indicating that each of them has operated normally is output to the avoidance traveling control unit 80.

The host vehicle 1 is provided with various sensors and switches as host vehicle information detecting means for detecting the running state of the host vehicle. That is, each wheel 15fl, 15fl
The wheel speed of fr, 15rl, 15rr is the wheel speed sensor 41f.
, 41fr, 41rl, 41rr, and are calculated in advance and set as the vehicle speed V as the front / rear driving force distribution control unit 60, the left / right driving force distribution control unit 65, the rear wheel steering control unit 70, the braking force control unit 75, and the avoidance. It is input to the travel control unit 80. The steering wheel angle θH is detected by the steering wheel angle sensor 42, and the yaw rate γ is detected by the yaw rate sensor 43, and the front and rear driving force distribution control unit 60, the left and right driving force distribution control unit 65, the rear wheel steering control unit 70, the braking force It is input to the control unit 75 and the avoidance traveling control unit 80. Further, the lateral acceleration G
The y is detected by the lateral acceleration sensor 44 and is input to the front / rear driving force distribution control unit 60 and the left / right driving force distribution control unit 65. Further, the throttle opening θth is detected by the throttle opening sensor 45, the gear position is detected by the inhibitor switch 46, the engine speed Ne is detected by the engine speed sensor 47, and is input to the front-rear driving force distribution control unit 60. Is done. Also, the rear wheel steering angle δr is detected by the rear wheel steering angle sensor 48 and input to the rear wheel steering control unit 70, and the longitudinal acceleration Gx is detected by the longitudinal acceleration sensor 49 and input to the avoidance traveling control unit 80. It is configured. Further, the vehicle 1 is provided with an alarm lamp 55 on the instrument panel that is lit by the avoidance travel control unit 80 during the avoidance travel.

A self-vehicle 1 is provided with a stereo optical system. This stereo optical system is a set of a CCD camera (a left camera 51L) using a solid-state imaging device such as a charge-coupled device (CCD). , Right camera 51R), and these left and right CCD cameras 51L, 51R are respectively mounted at a certain interval in front of the ceiling in the vehicle cabin so as to stereoscopically image an object outside the vehicle from different viewpoints.

The image signals from the CCD cameras 51L and 51R are input to an obstacle recognizing unit 52, and a three-dimensional distance distribution over the entire image is calculated from the parallax of the same object based on the principle of triangulation. And recognizes a road shape and a plurality of three-dimensional objects to detect an obstacle ahead of the traveling road such as a preceding vehicle.

That is, in the embodiment of the present invention, an obstacle recognizing means for recognizing an obstacle ahead of the traveling road and detecting obstacle information by the CCD cameras 51L, 51R and the obstacle recognizing section 52 is constituted. I have.

The obstacle recognition unit 52 is, specifically, a CCD
The two stereo images captured by the cameras 51L and 51R are searched for a portion in which the same object is shown for each micro area, and the distance to the object is calculated by calculating the amount of displacement of the corresponding position. It stores the distance distribution data (distance image) in such a form as described above, processes the distance distribution data, and recognizes a road shape and a plurality of three-dimensional objects to detect a forward obstacle.

In the road detecting process performed by the obstacle recognizing unit 52, only white lines on an actual road are separated and extracted by using three-dimensional position information based on stored distance images, and parameters of the built-in road model are extracted. Is modified or changed to match the actual road shape, thereby recognizing the road shape and the traveling lane of the own vehicle.

In the process of detecting an object that becomes a forward obstacle in the obstacle recognizing unit 52, the distance image is divided into grids at predetermined intervals, and a three-dimensional object that may be an obstacle to travel is provided for each region. Only data is selected and its detection distance is calculated. When the difference in the detection distance to the object in the adjacent area is smaller than the set value, the object is regarded as the same object. On the other hand, when the difference is larger than the set value, the objects are regarded as separate objects and the contour image of the detected object (obstacle) Is extracted.

The processing of generating a distance image and detecting a road shape and an object from the distance image are described in Japanese Patent Application Laid-Open Nos. Hei 5-265545 and Hei 6-177236 previously submitted by the present applicant. And the like.

The data relating to the front obstacle detected by the obstacle recognition unit 52 (the distance L from the obstacle (preceding vehicle))
s, the speed Vs of the obstacle (preceding vehicle), the deceleration αs of the obstacle (preceding vehicle), etc.) are input to the avoidance traveling control unit 80.

Next, control units for controlling the behavior of the vehicle 1 will be described. The front-rear driving force distribution control unit 60 uses, for example, the method disclosed by the present applicant in Japanese Patent Application Laid-Open No. Hei 8-2274, that is, the equation of motion of the lateral motion of the vehicle using the vehicle speed V, the steering wheel angle θH, and the actual yaw rate γ. Based on the road surface friction coefficient μ based on the ratio of the estimated front and rear wheel cornering power to the equivalent front and rear wheel cornering power on high μ roads, the cornering power of the front and rear wheels is extended to a nonlinear region and estimated. Is estimated. And
A base clutch torque VTDout0 is obtained by referring to a map set in advance in response to the road surface friction coefficient μ.
Input torque Ti (calculated from engine speed Ne and gear ratio i) input to center differential device 3, throttle opening θth and actual yaw rate γ, steering wheel angle θ
Deviation between the target yaw rate γt calculated from H and the vehicle speed V and the actual yaw rate γ (yaw rate deviation Δγ = γ−γt);
The control output torque VT is corrected based on the lateral acceleration Gy, and becomes the basis of the basic clutch engagement force FOtb for the power distribution between the front and rear wheels.
Calculate Dout. Further, the control output torque VTD
out is corrected by the steering wheel angle θ, determined as the basic clutch engagement force FOtb in the transfer clutch 21 as the steering wheel angle sensitive clutch torque, and a predetermined signal corresponding thereto is output to the transfer clutch drive unit 61, The transfer clutch 21 is actuated by hydraulic pressure and applied so as to be a differential limiting force to the center differential device 3 to perform power distribution control between the front and rear wheels.

Here, the correction based on the yaw rate deviation Δγ prevents the base clutch torque VTDout0 from oversteering or understeering, so that the target yaw rate γt expected to occur at the time of turning is prevented.
The clutch torque is added or reduced in accordance with the deviation between the actual yaw rate γ and the actual yaw rate γ.

For example, when turning, the target yaw rate γt
If the absolute value is large and the actual yaw rate γ (absolute value) is expected to be small and the vehicle is expected to understeer, the clutch torque is corrected to be reduced and the front and rear drive force distribution is adjusted to the rear wheels. It is corrected so as to improve the turning performance by making the weight uneven.

Conversely, when turning, the target yaw rate γ
If t (absolute value) is expected to be small and the actual yaw rate γ (absolute value) is expected to be large, and if the vehicle is expected to tend to oversteer, the clutch torque is corrected to increase and the driving force distribution before and after is increased. Correction is made so as to improve stability by making equal distribution in front and rear.

Further, a control signal for improving the turning performance or improving the stability is input to the front / rear driving force distribution control unit 60 from the avoidance traveling control unit 80. Then, when the control signal for improving the turning performance is input to the front-rear driving force distribution control unit 60, the calculated target yaw rate γt (absolute value) becomes 1
The target yaw rate γt (absolute value) is corrected to be larger than usual by multiplying by a larger coefficient, the clutch torque is corrected to be reduced, and the front and rear driving force distribution is rear-wheel biased, and the turning performance is corrected to be improved. You. Conversely, when the control signal for improving the stability is input to the front / rear driving force distribution control unit 60, the calculated target yaw rate γt (absolute value) is multiplied by a coefficient smaller than 1, and the target yaw rate γt (absolute value) is normally set. Is corrected so that the clutch torque is increased and the front and rear driving force distributions are in the equal distribution direction, and the stability is improved.

The left / right driving force distribution control unit 65 calculates a clutch torque according to a ground contact load between the left and right of the vehicle based on, for example, the vehicle speed V, the steering wheel angle θH, and the lateral acceleration Gy. The first differential control clutch 24a or the second differential control clutch 24a or the second differential control clutch 24a is used to correct the difference between the target yaw rate γt calculated from θH and the vehicle speed V and the actual yaw rate γ to generate the final clutch torque.
The differential control clutch 24b is operated to execute power distribution control between the left and right wheels.

The correction by the yaw rate deviation Δγ in the left and right driving force distribution control unit 65 also depends on the deviation between the target yaw rate γt and the actual yaw rate γ, which are expected to occur during turning, in order to prevent the vehicle from over-steering or under-steering. Thus, the clutch torque is added or reduced.

For example, when turning, the target yaw rate γt
When it is expected that the (absolute value) is large and the actual yaw rate γ (absolute value) is small, and that the vehicle is expected to understeer, it is corrected so that the driving force distribution to the turning outer wheels is increased. Improve turning performance.

On the contrary, when turning, the target yaw rate γ
When t (absolute value) is expected to be small and actual yaw rate γ (absolute value) is expected to be large, and when the vehicle is expected to tend to oversteer, an increase in the driving force distribution to the turning outer wheels is suppressed, Correct to improve stability.

The left and right driving force distribution control unit 65 is supplied with a control signal for improving the turning performance or the stability from the avoidance traveling control unit 80. Then, when a control signal for improving the turning performance is input to the left and right driving force distribution control unit 65, the calculated target yaw rate γt (absolute value) is multiplied by a coefficient larger than 1, and the target yaw rate γt (absolute value) is set higher than usual. Is also greatly corrected, and the driving force distribution of the turning outer wheel is corrected to be large, and the turning performance is improved. Conversely, when a control signal for improving stability is input to the left and right driving force distribution control unit 65, the calculated target yaw rate γt
The target yaw rate γt (absolute value) is corrected to be smaller than usual by multiplying the (absolute value) by a coefficient smaller than 1, and an increase in the driving force distribution to the turning outer wheel is suppressed, thereby improving the stability.

The rear wheel steering control unit 70 controls the vehicle speed V,
Using the steering wheel angle θf and the yaw rate γ, a target rear wheel steering angle δr ′ is calculated based on a predetermined control law in advance, and the required rear wheel steering amount is set by comparing with the current rear wheel steering angle δr. A signal corresponding to the rear wheel steering amount is output to the rear wheel steering drive unit 71 to drive the rear wheel steering motor 33. Then, in accordance with a control signal from the avoidance traveling control unit 80, a correction for setting a large in-phase steering amount of the rear wheel steering angle with respect to the front wheel steering angle and the yaw rate is performed in a predetermined manner.

The control performed by the rear wheel steering control unit 70 will be described in further detail. The control law set in the rear wheel steering control unit 70 is, for example, a known “steering wheel angle reverse phase” in the embodiment of the present invention. + Yaw rate in-phase control law "as a basic control law, and is given by the following equation (1). δr ′ = − kδ0 · f1 · (θH / N) + kγ0 · f2 · γ (1) where kδ0 is a steering angle sensitive gain, kγ0 is a yaw rate sensitive gain, and N is a steering gear ratio. The yaw rate sensitive gain kγ0 is a coefficient that determines the amount of steering of the rear wheels so as to reduce the yaw rate γ. Further, the steering wheel angle sensitive gain kδ0 is a coefficient that determines the amount of steering of the rear wheels so as to provide steering turning characteristics.

That is, the yaw rate sensitive gain kγ0 is given so as to steer the rear wheels in the same phase as the yaw rate γ, and the larger the yaw rate sensitive gain kγ0, the stronger the tendency of the vehicle to go obliquely without turning is increased. Generation of γ can be prevented. In other words, the vehicle characteristics have reduced turning characteristics and improved stability. As described above, the yaw rate sensitive gain kγ0 can be regarded as a coefficient indicating how much the steering amount should be given to the rear wheel with respect to the generated yaw rate γ to prevent the generation of the yaw rate γ.

However, the yaw rate sensitive gain kγ
If it is only 0, the vehicle cannot turn. To prevent this, a steering wheel angle sensitive gain kδ0 is set. That is, the turning characteristics of the vehicle are improved by steering the rear wheels in the opposite phase with respect to the steering wheel angle θH. Handle angle sensitive gain kδ for handle angle θH
The vehicle turns by setting the term of 0 to be larger. However, when the steering is returned to the neutral state, the control law includes only the term of the yaw rate sensitive gain kγ0, so that after turning, the rear wheels are steered in the direction of eliminating the yaw rate γ (the direction of eliminating the vehicle wobble). .

Since the steering angle sensitive gain kδ0 is calculated based on the cornering power of the front and rear wheels, the steering angle sensitive gain kδ0 when the vehicle speed is a certain value or more.
Does not change. However, in a state where the vehicle speed is close to 0, the steering wheel angle sensitive gain k
δ0 is set to a small value.

For the steering wheel angle sensitive gain kδ0 and yaw rate sensitive gain kγ0 set as described above,
In the embodiment of the present invention, the yaw rate responsive gain kδ0 can be corrected by multiplying by the rear wheel steering angle correction value f1 by inputting a control signal from the avoidance traveling control unit 80. The gain kγ0 can be corrected by multiplying the rear wheel steering angle correction value f2.

That is, the steering wheel angle sensitive gain kδ0 is corrected so as to increase its absolute value by multiplying by a rear wheel steering angle correction value f1 greater than 1 in order to improve the turning performance. In contrast, the rear wheels are steered in the opposite phase to the normal.

On the contrary, the steering wheel angle sensitive gain kδ
In order to improve the stability at 0, the absolute value is corrected to be smaller by multiplying the rear wheel steering angle correction value f1 smaller than 1 so that the rear wheel is in the opposite phase to the steering wheel angle θH. The correction is made so that the steering is reduced and the turning performance of the vehicle is prevented from being improved.

The yaw rate sensitive gain kγ0 is corrected to be smaller than usual by multiplying the rear wheel steering angle correction value f2 smaller than 1 to improve the turning performance, and the rearward yaw rate γ is corrected. The wheels are corrected small in phase.

On the contrary, the yaw rate sensitive gain kγ
To improve the stability at 0, the rear wheel is corrected to be larger than usual by multiplying it by a rear wheel steering angle correction value f2 larger than 1, and the rear wheels are increased in phase with respect to the yaw rate γ so that the turning of the vehicle is started. Is corrected so as to suppress the improvement of the performance.

It is needless to say that an effect can be obtained even if only one of the correction of the steering wheel angle sensitive gain kδ0 and the correction of the yaw rate sensitive gain kγ0 is performed depending on the vehicle.

The braking force control unit 75 determines a wheel to be braked based on the target yaw rate γt obtained from the vehicle speed V and the steering wheel angle θH and the actual yaw rate γ, and applies a calculated braking force to apply an optimum braking force to the vehicle. Basically, a yaw moment is generated. Specifically, the target yaw rate γt
When the (absolute value) is large and the actual yaw rate γ (absolute value) is small and the vehicle tends to understeer, braking of the rear inner wheel in the turning direction is executed to improve the turning performance of the vehicle. Conversely, the target yaw rate γt (absolute value) is small,
When the actual yaw rate γ (absolute value) is large and the vehicle tends to oversteer, braking of the outer front wheel in the turning direction is executed to improve the stability of the vehicle.

Further, a control signal for improving the turning performance or the stability is input from the avoidance traveling control unit 80 to the braking force control unit 75. When the control signal for improving the turning performance is input to the braking force control unit 75, the calculated target yaw rate γt (absolute value) is multiplied by a coefficient larger than 1, and the target yaw rate γt (absolute value) becomes larger than usual. Will be corrected. Conversely, when a control signal for improving stability is input to the braking force control unit 75, the calculated target yaw rate γt (absolute value) is multiplied by a coefficient smaller than 1, so that the target yaw rate γt (absolute value) is higher than normal. It is corrected small.

Next, the avoidance traveling control section 80 will be described. The avoidance traveling control unit 80 includes the vehicle speed V and the steering wheel angle θ.
H, the yaw rate γ, and the longitudinal acceleration Gx, the traveling information of the own vehicle 1 is input, and the obstacle (preceding vehicle) information (distance Ls from the obstacle (preceding vehicle), obstacle ( Speed Vs of preceding vehicle), deceleration α of obstacle (preceding vehicle)
s etc.). Further, each of the control units 60, 65, 70, 75
From these, when these operate normally, a signal indicating that each of them operates normally is input to the avoidance traveling control unit 80. Then, based on the obstacle information, the own vehicle information, and the road surface information estimated by the calculation, it is determined whether the own vehicle 1 can avoid the obstacle only by the braking operation of the own vehicle 1, and the obstacle is determined only by the braking operation. If it cannot be avoided and each of the control units 60,
When a signal indicating normal operation is input from any of 65, 70, and 75, the vehicle shifts to the avoidance driving mode according to the steering operation and the vehicle behavior, and the control units 60, 65 of each vehicle behavior. , 70, and 75 output signals for changing the control characteristics so as to improve the turning characteristics of the control characteristics or to improve the stability. Further, during the avoidance traveling mode, a signal for changing the control characteristics in the avoidance traveling mode is variably controlled in accordance with the steering wheel operation and the vehicle behavior.

As shown in FIG. 2, the avoidance traveling control unit 80 includes a road surface friction coefficient estimating unit 81, a road surface gradient estimating unit 82, a required deceleration distance calculation unit 83, a required deceleration distance correction unit 84, a target yaw rate calculation unit 85, It mainly comprises a yaw rate deviation calculating section 86, a control change setting section 87 and an alarm driving section 88.

The road surface friction coefficient estimating unit 81 receives the vehicle speed V, the steering wheel angle θH, and the actual yaw rate γ, and extends the cornering power of the front and rear wheels to a non-linear range based on the equation of motion of the lateral motion of the vehicle as described above. The road surface friction coefficient μ is estimated according to the road surface condition based on the ratio of the estimated cornering power of the front and rear wheels to the equivalent cornering power of the front and rear wheels on a high μ road.

The road surface gradient estimating section 82 receives the vehicle speed V and the longitudinal acceleration Gx, and changes the vehicle speed V at every set time (m / m).
s ² ), and using the vehicle speed change rate (m / s ² ) and the longitudinal acceleration Gx, the road surface gradient SL (%) is calculated by the following equation (2). Assuming that the gravitational acceleration is g (m / s ² ) and the ascending direction of the road surface gradient is (+), the road surface gradient SL = (longitudinal acceleration Gx−vehicle speed change rate / g) · 100 (2)

Incidentally, as shown in the following equation (3), the engine output torque (N-m), the torque ratio of the torque converter (for an automatic transmission vehicle), the transmission gear ratio, the final gear ratio, and the tire radius (m ), Running resistance (N), vehicle mass (kg), vehicle speed change rate (m / s ² ), and gravitational acceleration as g (m / s ² ).
L may be calculated. Road surface gradient SL = tan (sin ^-1 ((((engine output torque / torque ratio of torque converter / transmission gear ratio / final gear ratio / tire radius) -running resistance) / running resistance) / vehicle mass-vehicle speed change rate) / g) ) · 100) ≒ ((((engine output torque / torque ratio of torque converter / transmission gear ratio / final gear ratio / tire radius) −running resistance) / vehicle mass−vehicle speed change rate) / g)) · 100 (3)

As described above, in the avoidance traveling control unit 80, the road surface friction coefficient estimating unit 81 estimates the road surface friction coefficient μ and the road surface gradient estimating unit 82 estimates the road surface gradient SL. The unit 81 and the road surface gradient estimating unit 82 are provided as road surface information estimating means for estimating the road surface information on which the vehicle is traveling.

The required deceleration distance calculation unit 83 calculates the vehicle speed V, the obstacle (preceding vehicle) speed Vs, and the obstacle (preceding vehicle) deceleration αs
(M / s ² ) is input, and the road surface friction coefficient estimating unit 8 is input.
1, the road surface friction coefficient μ and the road surface gradient SL from the road surface gradient estimating unit 82 are input, and only the braking of the vehicle 1 is performed in consideration of the relative motion between the vehicle 1 and an obstacle (preceding vehicle). The minimum distance (required deceleration distance) LGB at which an obstacle (preceding vehicle) can be avoided is calculated. Required deceleration distance L
GB is calculated by the following equation (4). Necessary deceleration distance LGB = (1/2) · (V−Vs) ² / ((μ− (SL / 100)) · g−αs) (4)

The required deceleration distance correction unit 84 receives the vehicle speed V, the obstacle (preceding vehicle) speed Vs, and the obstacle (preceding vehicle) deceleration αs. The deceleration α (m / m / s
² ) is calculated, and the required deceleration distance LGB is corrected in consideration of the delay of the braking operation by the driver, as shown in the following equation (5). Assuming that the driver's operation delay time set in advance is Ttd (s), the required deceleration distance LGB = LGB + (V−Vs) · Ttd + (１ ／) · (αs−α) · Ttd ² (5) The required deceleration distance LGB corrected by the required deceleration distance correction unit 84 is output to the control change setting unit 87.

The target yaw rate calculator 85 receives the vehicle speed V and the steering wheel angle θH, and calculates a target yaw rate γt. The calculation of the target yaw rate γt is substantially the same as that executed by the other vehicle behavior control units (for example, the front / rear driving force distribution control unit 60, the left / right driving force distribution control unit 65, and the braking force control unit 75). 6) is calculated by the equation. Target yaw rate γt = 1 / (1 + TS · γt0) (6) where S is a Laplace operator, T is a first-order lag time constant, γ
t0 is the target yaw rate steady-state value, and the first-order lag time constant T
Is given by the following equation (7). Primary delay time constant T = (m · Lf · V) / (2 · L · Kr) (7) where m is the vehicle mass, L is the wheel base, Lf is the distance between the front shaft and the center of gravity, and Kr is Rear equivalent cornering power.

The target yaw rate steady-state value γt0 is given by the following equation (8). Target yaw rate steady value γt0 = Gγδ · (θH / n) (8) where n is the steering gear ratio and Gγδ is the yaw rate gain. Here, the yaw rate gain Gγδ is obtained by the following equation (9). Yaw rate gain Gγδ = 1 / (1 + A · V ² ) · (V / L) (9) A is a stability factor determined by the specifications of the vehicle,
It is calculated by the following equation (10). Stability factor A = − (m / (2 · L ² )) · (Lf · Kf−Lr · Kr) / (Kf · Kr) (10) In equation (10), Lr is the distance between the rear axis and the center of gravity. The distance, Kf, is the front equivalent cornering power.

The yaw rate deviation calculating section 86 receives the actual yaw rate γ from the yaw rate sensor 43 and the target yaw rate γt from the target yaw rate calculating section 85, calculates the yaw rate deviation Δγ by equation (11), and sets the control change setting section. 87. Yaw rate deviation Δγ = γ−γt (11)

The control change setting section 87 calculates the steering wheel angle θH,
The actual yaw rate γ, the distance Ls to the obstacle (preceding vehicle) are input, and a signal indicating that the operation is normally performed is input from any of the control units 60, 65, 70, and 75, and the necessary deceleration distance correction is performed. The required deceleration distance LGB from the section 84, the target yaw rate γt from the target yaw rate calculation section 85, and the yaw rate deviation Δγ from the yaw rate deviation calculation section 86 are input. Then, it is determined whether or not to shift to the avoidance driving mode, and each of the vehicle behavior control units 60 and 6 when shifting to the avoidance driving mode.
Signals to be output to 5, 70 and 75 (signals for improving turning performance (first mode), signals for improving stability (second mode), or signals for canceling the avoidance driving mode) are output. It has become. Further, when the mode shifts to the avoidance driving mode, a signal is output to the alarm driving unit 88,
Until the avoidance traveling mode is canceled, the alarm lamp 55 is lit.

In particular, the control change setting section 87 compares the distance Ls to the obstacle (preceding vehicle) with the required deceleration distance LGB to determine whether to shift to the avoidance traveling mode, )) Whose own vehicle 1 is less than the required deceleration distance LGB
Even if it can be considered that the obstacle cannot be avoided by only the braking operation, the avoidance traveling mode is used until one of the control units 60, 65, 70, and 75 operates to further determine the certainty of the existence of the obstacle. It does not shift to. This is to prevent the vehicle from immediately entering the avoidance driving mode due to incorrect obstacle information, changing the control characteristics, and giving the driver an uncomfortable feeling.

As described above, the necessary deceleration distance calculation unit 83
The required deceleration distance correction unit 84 and the control change setting unit 87 form a braking avoidance determination unit, and the control change setting unit 87 also has a function as an avoidance control unit.

Next, the control of the vehicle 1 in the avoidance traveling control by the avoidance traveling control unit 80 will be described with reference to the flowcharts of the avoidance traveling control programs shown in FIGS. This avoidance traveling control program is executed at predetermined time intervals. First, in step (hereinafter abbreviated as “S”) 101, the host vehicle information is read, and S1 is executed.
Proceeding to 02, the target yaw rate γt is calculated by the equation (6).

At S103, it is determined whether or not the vehicle is in the avoidance traveling mode. If the vehicle is not in the avoidance traveling mode, the process proceeds to S104. If the vehicle is already in the avoidance traveling mode, the process proceeds to S119.

Here, first, instead of the avoidance traveling mode, S
The case of proceeding to step 104 will be described. When proceeding to S104, the obstacle information is read, and when proceeding to S105, it is determined whether or not an obstacle (including a preceding vehicle) exists.

If it is determined in S105 that no obstacle exists, the program exits the program. On the other hand, if there is an obstacle, the process proceeds from S105 to S106 to estimate the road surface friction coefficient μ, and proceeds to S107 to estimate the road surface gradient SL by the above equation (2).

Thereafter, the flow advances to S108 to calculate the required deceleration distance LGB by the above equation (4), and the flow advances to S109 to correct the required deceleration distance LGB by the above equation (5).

When the process proceeds to S110, the required deceleration distance LGB finally corrected and calculated is compared with the distance Ls to the obstacle, and as a result of this comparison, the distance Ls to the obstacle is required. Larger than the deceleration distance LGB (Ls> L
GB), if it can be determined that the collision with the obstacle can be avoided only by braking the own vehicle 1, the program exits the program as it is.

On the other hand, in the determination of S110, the distance Ls to the obstacle is less than the required deceleration distance LGB (Ls ≦ LGB),
If it is determined that the collision with the obstacle cannot be avoided only by braking of the own vehicle 1, the process proceeds to S111, where the control units 60 and 6 are controlled.
It is determined whether any one of 5, 70, and 75 has operated normally.

The control units 60, 65, 70, 75
If any of the above has operated normally, the process proceeds to S113 to shift to the avoidance traveling mode. In addition, each of the control units 60 and 6
If none of 5, 70, 75 is operating, S112
Then, it is determined whether a predetermined time (for example, 2 to 3 seconds) has elapsed. If the predetermined time has not elapsed, the determination in S111 is performed again. In this way, the process proceeds from S111 to S112, and if a predetermined time has elapsed without any of the control units 60, 65, 70, 75 being activated, the obtained obstacle information is likely to be erroneous, so the program is directly executed. Through.

On the other hand, each control unit 60, 65,
When one of 70 and 75 is operated and the process proceeds from S111 to S113, the front wheel steering direction in the driving state is memorized, and then the process proceeds to S114.

Then, it is determined in S114 whether the absolute value of the steering wheel angle θH is larger than a predetermined value, that is, whether or not the steering wheel operation has already been performed. If it is large and the steering operation is performed, the process proceeds to S115.

In S115, the absolute value of the target yaw rate γt and the absolute value of the actual yaw rate γ are compared to determine the state of the vehicle behavior, and the absolute value of the target yaw rate γt is larger than the absolute value of the actual yaw rate γ (| γt |> | γ |),
If it can be considered that the behavior of the vehicle has an understeer tendency, the process proceeds to S116, where the vehicle behavior control units 60, 65, and 7 are controlled.
A signal is output to 0, 75 so as to change the control characteristic in a direction in which the turning property is improved.

More specifically, the target yaw rate γt (absolute value) calculated by the front / rear driving force distribution control unit 60 is multiplied by a coefficient greater than 1 to the front / rear driving force distribution control unit 60, and the target yaw rate γt (Absolute value) is corrected to be larger than usual, the clutch torque is corrected to be reduced, and the front and rear driving force distribution is rear-wheel biased, so that the turning performance is improved.

For the left and right driving force distribution control unit 65, the target yaw rate γt (absolute value) calculated by the left and right driving force distribution control unit 65 is multiplied by a coefficient greater than 1 to obtain the target yaw rate γt (absolute value). ) Is corrected to be larger than usual, and the driving force distribution of the turning outer wheels is corrected to be larger, so that the turning performance is improved.

Further, for the rear wheel steering control unit 70,
By multiplying the steering wheel sensitivity gain kδ0 by a rear wheel steering angle correction value f1 larger than 1, the absolute value is corrected to be larger, and the rear wheels are steered in a reverse phase with respect to the steering wheel angle θH. To improve the turning performance. The yaw rate sensitive gain kγ0 is 1
By multiplying by a smaller rear wheel steering angle correction value f2, the correction is made to be smaller than usual, and the rear wheels are corrected to be smaller in phase with respect to the yaw rate γ to improve the turning performance.

For the braking force control unit 75, the target yaw rate γt (absolute value) calculated by the braking force control unit 75 is multiplied by a coefficient larger than 1, so that the target yaw rate γt (absolute value) is higher than usual. Is also greatly corrected to improve the turning performance.

On the other hand, as a result of comparison between the absolute value of the target yaw rate γt and the absolute value of the actual yaw rate γ in S115, the absolute value of the target yaw rate γt is smaller than the absolute value of the actual yaw rate γ (| γt | ≦ | γ |). If it can be considered that the behavior of the vehicle is in an oversteer tendency, the process proceeds to S117, and a signal is output to each of the vehicle behavior control units 60, 65, 70, 75 so as to change the braking characteristic in a direction in which the stability is improved. I do.

Specifically, the target yaw rate γt (absolute value) calculated by the longitudinal drive force distribution control unit 60 is multiplied by a coefficient smaller than 1 for the longitudinal drive force distribution control unit 60, and the target yaw rate γt The (absolute value) is corrected to be smaller than usual, the clutch torque is corrected to be increased, and the front and rear driving force distributions are in the same distribution direction, so that the stability is improved.

For the left and right driving force distribution control unit 65, the target yaw rate γt (absolute value) calculated by the left and right driving force distribution control unit 65 is multiplied by a coefficient smaller than 1 to obtain the target yaw rate γt (absolute value). ) Is corrected to be smaller than usual, and an increase in the driving force distribution to the turning outer wheel is suppressed, so that the stability is improved.

Further, for the rear wheel steering control unit 70,
By multiplying the steering wheel angle sensitive gain kδ0 by a rear wheel steering angle correction value f1 smaller than 1, the absolute value is corrected so as to be smaller, and the rear wheel is steered in the opposite phase with respect to the steering wheel angle θH. And improve stability. The yaw rate sensitive gain kγ0 is 1
By multiplying by the larger rear wheel steering angle correction value f2, the correction is made to be larger than usual, and the rear wheel is corrected to be larger in the same phase direction with respect to the yaw rate γ to improve the stability.

For the braking force control unit 75, the target yaw rate γt (absolute value) calculated by the braking force control unit 75 is multiplied by a coefficient smaller than 1, so that the target yaw rate γt (absolute value) is higher than usual. Is also corrected to be small, and the stability is improved.

If the absolute value of the steering wheel angle θH is equal to or smaller than the predetermined value in S114, it is expected that the steering wheel operation will be performed in order to avoid an obstacle in the future and the vehicle will be turned.
Proceeding to 116, each vehicle behavior control unit 60, 65, 70, 7
A signal is output to the control signal No. 5 so as to change the control characteristic in a direction in which the turning property is improved.

Thus, after the processing in S116 or S117, the process proceeds to S118, in which a signal is output to the alarm drive unit 88 to turn on the alarm lamp 55 to exit the program in order to notify the driver of the avoidance driving mode. .

Next, the case where it is determined in S103 that the vehicle is in the avoidance traveling mode and the process proceeds to S119 will be described. S10
When the process proceeds from S3 to S119, it is determined whether or not the current avoidance driving mode causes each of the vehicle behavior control units 60, 65, 70, 75 to change the control characteristic in a direction in which the turning performance is improved.

If it is determined in S119 that the turning direction is being changed, the process proceeds to S120 to determine whether the front wheel steering direction is reversed with respect to the front wheel steering direction stored in S113. The determination is made, and if not inverted, the program exits the program as it is, and if it is inverted, the process proceeds to S121 to change the control characteristics for each of the vehicle behavior control units 60, 65, 70, and 75 that are changing in the turning improvement direction. A signal is output so as to change the output in a direction to improve stability.

On the other hand, if it is determined in step S119 that the stability is being changed, the process proceeds to step S122. In S122, it is determined whether or not the state in which the absolute value of the steering wheel angle θH is equal to or less than a predetermined value has continued for a predetermined time or more.
In step 3, the yaw rate deviation Δγ is calculated by the equation (11). In step S124, it is determined whether or not the state in which the absolute value of the yaw rate deviation Δγ is equal to or less than a predetermined value has continued for a predetermined time. Exits the program as it is.

When either one of S122 and S124 satisfies the condition, that is, the state where the absolute value of the steering wheel angle θH is equal to or less than a predetermined value continues for a predetermined time or the state where the absolute value of the yaw rate deviation Δγ is equal to or less than a predetermined value. If the control has continued for a predetermined time or more, the process proceeds to S125, in which the instruction to change the control characteristics to each of the vehicle behavior control units 60, 65, 70, and 75 is released (the avoidance traveling mode is released), and S126
To release the signal output to the alarm drive unit 88 and exit the program.

As described above, in the embodiment of the present invention, the obstacle to the host vehicle 1 is determined in advance, and the road surface friction coefficient, the road surface information of the road surface gradient, and the relative movement between the host vehicle 1 and the obstacle are taken into consideration. Thus, it is accurately determined whether or not the own vehicle 1 can avoid an obstacle only by the braking operation. When the own vehicle 1 cannot avoid obstacles only by the braking operation of the own vehicle 1 and detects the operation of each vehicle behavior control, the steering operation at that time and the vehicle behavior in the understeer or oversteer state are performed. Each vehicle behavior control unit 6 according to
Since 0, 65, 70, and 75 are shifted to the avoidance driving mode and operated, the driver can safely and easily execute the avoidance driving of the obstacle based on the reliable obstacle information. Generally, in avoidance driving, turning performance is emphasized in the first half, and stability is emphasized in the second half after turning over the steering wheel after passing through obstacles. This is accurately determined from the change, and the necessary control is executed by each of the vehicle behavior control units 60, 65, 70, and 75. Further, the avoidance traveling mode is canceled at an accurate timing by detecting the end of the avoidance traveling due to the operation of the steering wheel of the driver or detecting the stability of the vehicle behavior after avoiding the obstacle.

In the embodiment of the present invention, an example has been shown in which an image captured by the pair of CCD cameras 51R and 51L is processed to detect a forward obstacle. However, the present invention is not limited to this. The obstacle may be detected using a device such as an ultrasonic radar or a laser.

In the embodiment of the present invention, the vehicle 1
Is a front / rear driving force distribution control unit 6 as a vehicle behavior control unit.
0, a left and right driving force distribution control unit 65, a rear wheel steering control unit 70, and a braking force control unit 75.
From the vehicle behavior control units 60, 65, 70, and 75, the present invention is applicable as long as at least one of these vehicle behavior control units is controlled by the avoidance traveling control unit 80. It goes without saying that you can do it.

Further, in the embodiment of the present invention, the vehicle behavior control units 60, 65, 70, and 75 perform an increase correction of an absolute value of a parameter (a target yaw rate or a steering wheel sensitivity gain, a yaw rate sensitivity gain) by: The correction is performed by multiplying by a constant larger than 1, and the decrease correction is performed by multiplying by a constant smaller than 1. However, the correction is not limited to this.

Further, in the embodiment of the present invention, the front / rear driving force distribution control unit 60 uses the target yaw rate as a correction parameter during control, but is not limited to this control method. In this case, it is sufficient if the engagement torque of the transfer clutch 21 can be set so that the driving force distribution is rearwardly biased to improve the turning performance, and the driving force distribution is equally distributed to the front and rear to improve the stability. .

Further, in the embodiment of the present invention, the target yaw rate is used as a correction parameter during control in the left and right driving force distribution control unit 65, but the present invention is not limited to this control method. In this case, when improving the turning performance, when the vehicle is determined to have an understeer tendency that is stronger than the reference steer characteristic, the direction in which the outer wheel drives the target left / right driving force distribution ratio more strongly, or the inner wheel becomes stronger. Correct in the direction of strong braking. Also, in order to improve the stability, when the vehicle is determined to have an understeer tendency or an oversteer tendency that is weaker than the reference steer characteristic, the direction in which the inner wheel drives the target left / right driving force distribution ratio more strongly. Alternatively, the correction is made in the direction in which the outer wheel brakes more strongly.

Further, in the embodiment of the present invention, the control law in the rear wheel steering control unit 70 has been described as an example in which the basic control law is “steering wheel angle reverse phase + yaw rate in-phase control law”. However, for example, a well-known “control law of a yaw rate feedback method” or a “control law of a front wheel steering angle proportional method” may be used. Then, even with other control rules, in order to improve the turning performance, the turning angle of the rear wheel with respect to the front wheel is corrected in the opposite phase, including reducing the amount of steering in the same phase. Also, to improve stability,
The steering angle of the rear wheel with respect to the front wheel is corrected in the same phase direction, including reducing the amount of reverse phase steering.

Further, the braking force control by the braking force control unit 75 is not limited to the embodiment of the present invention. In order to improve the turning performance, when it is determined that the vehicle has an understeer tendency that is stronger than the reference steering characteristic, the target yaw moment is increased and the applied braking force is increased and corrected. In order to improve the stability, when the vehicle is judged to have an understeer tendency or an oversteer tendency that is weaker than the reference steer characteristic, the target yaw moment is increased and the braking force to be added is increased and corrected. You may do it.

[0125]

As described above, according to the present invention,
It is possible to accurately judge obstacles to the vehicle in advance, and to control various vehicle behaviors appropriately over the entire avoidance traveling in consideration of various traveling information so that the vehicle can appropriately avoid the obstacles. Will be possible.

[Brief description of the drawings]

FIG. 1 is a schematic explanatory view of an entire vehicle motion control device in a vehicle.

FIG. 2 is a functional block diagram illustrating an avoidance traveling control unit.

FIG. 3 is a flowchart of an avoidance traveling control program.

FIG. 4 is a flowchart continued from FIG. 3;

FIG. 5 is a flowchart continued from FIG. 3;

[Explanation of symbols]

Reference Signs List 1 own vehicle 42 handle angle sensor (own vehicle information detecting means) 43 yaw rate sensor (own vehicle information detecting means) 49 longitudinal acceleration sensor (own vehicle information detecting means) 51R, 51L CCD camera (obstacle recognizing means) 52 obstacle recognition Section (obstacle recognition means) 60 front / rear driving force distribution control section (vehicle behavior control means) 65 left / right driving force distribution control section (vehicle behavior control means) 70 rear wheel steering control section (vehicle behavior control means) 75 braking force control section (Vehicle behavior control means) 80 Avoidance traveling control unit (road surface information estimation means, braking avoidance determination means, avoidance control means)

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60K 41/00 301 B60K 41/00 301F 5H180 301G B60R 21/00 624 B60R 21/00 624C 624G 624D 624E 628 628 B60T 8/58 ZYY B60T 8/58 ZYYE B62D 6/00 ZYW B62D 6/00 ZYW G08G 1/16 G08G 1/16 C // B62D 101: 00 B62D 101: 00 113: 00 113: 00 137: 00 137: 00 F term (reference) 3D032 CC04 DA03 DA23 DA25 DA33 DA78 DA88 DB11 EA06 EB04 EB16 FF01 FF05 GG01 3D037 FA16 FB12 3D041 AA31 AA40 AA66 AA71 AB01 AC07 AC15 AC26 AC30 AD47 AD50 AD51 AE00 ABAE AE14 A01 AE14 EA12 EA23 EA25 EA38 EA42 EA43 EA44 EB03 EB06 EB13 EE01 EF02 E F06 EF09 EF13 EF18 EF19 EF27 3D046 BB18 GG04 GG07 GG10 HH05 HH07 HH08 HH17 HH20 HH21 HH23 HH25 HH26 HH36 HH46 KK11 5H180 AA01 BB15 CC03 CC04 CC11 CC14 CC24 LL01 LL06 LL09

Claims (6)

[Claims] 1. An obstacle recognizing means for recognizing an obstacle in front of a traveling road to detect obstacle information, an own vehicle information detecting means for detecting a traveling state of an own vehicle, and a variable turning performance of the own vehicle. Vehicle behavior control means for controlling the vehicle behavior by performing braking avoidance determining whether or not the own vehicle can avoid the obstacle based on only the braking operation of the own vehicle based on the obstacle information and the own vehicle information Determining means for controlling the vehicle behavior according to the steering operation and the vehicle behavior when the own vehicle is unable to avoid the obstacle by only the braking operation and detects the operation of the vehicle behavior control of the vehicle behavior control means; Means for shifting the means to the avoidance travel mode, and changing the control by the vehicle behavior control means in the avoidance travel mode in accordance with the steering wheel operation and the vehicle behavior during the avoidance travel mode. Vehicle motion control device, characterized in that. 2. The avoidance traveling mode by the avoidance control means includes a first mode in which control of the vehicle behavior control means is changed in a direction in which turning performance is improved more than usual, and
2. The vehicle motion control device according to claim 1, further comprising a second mode in which the control is changed in a direction in which the vehicle attitude is maintained more strongly than the mode. 3. The avoidance traveling mode by the avoidance control means is such that when the steering direction of the steering wheel is reversed when the vehicle behavior control means is in the first mode, the vehicle behavior control means is in the second mode. 3. The vehicle motion control device according to claim 2, wherein the switching is performed. 4. The avoidance driving mode by the avoidance control means includes a case where the steering wheel steering is small for a predetermined time or more and a case where a deviation between a target yaw rate and an actual yaw rate is within a predetermined set range. The vehicle motion control device according to any one of claims 1 to 3, wherein the avoidance traveling mode is canceled in at least one of cases in which the vehicle continues for a predetermined time or more. 5. The vehicle behavior control means includes: a braking force control unit that controls a braking force to be applied to predetermined selected wheels based on a running state of the vehicle; A rear wheel steering controller for steering control, a front / rear driving force distribution controller for variably controlling the driving force distribution between the front and rear wheels according to the traveling state of the vehicle, and a driving force distribution between left and right wheels according to the traveling state of the vehicle 5. The vehicle motion control device according to claim 1, wherein the vehicle motion control device is at least one of a left and right driving force distribution control unit that variably controls the vehicle motion control. 6. 6. A road surface information estimating unit for estimating information on a road surface on which the host vehicle is traveling, wherein the braking avoidance determining unit determines whether the host vehicle can avoid the obstacle by only a braking operation based on the road surface information. 2. The method of claim 1, wherein
The vehicle motion control device according to claim 5.