JP2005088875A - Motion control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a motion control device for a vehicle which controls a braking force for each wheel in response to a vehicle state, performs a vehicle stabilization control of the vehicle by controlling a driving force transmitted from an internal combustion engine to driving wheels, and can control so as to appropriately and smoothly continue stabilization control even when the brake is operated during the stabilization control. <P>SOLUTION: The motion control device for the vehicle is equipped with a braking force control means (BF) performing the vehicle stabilization control by controlling the braking force for each wheel based on a state quantity of the vehicle and an engine output control means (EO) controlling the driving force transmitting to the driving wheels based on the state quantity of the vehicle. When the brake operation by a driver is detected during the vehicle stabilization control, control distribution of the vehicle stabilization control with the braking force control means and the vehicle stabilization control with the engine output control means is adjusted and controlled so that the latter control distribution becomes large, for example. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle motion control device, and in particular, controls braking force on each wheel according to the vehicle state and also controls driving force transmitted from an internal combustion engine to driving wheels, thereby causing excessive oversteer and / or understeer. The present invention relates to a vehicle motion control device that suppresses and maintains stability during vehicle motion.

  As a vehicle motion control device, for example, as described in Patent Document 1 below, the target yaw rate of the vehicle is set, and the braking force is controlled according to the comparison result with the actual yaw rate of the vehicle to stabilize the vehicle during motion. 2. Description of the Related Art A vehicle motion control device that maintains the performance is known. Further, as described in Patent Document 2 below, for example, a vehicle motion control device that maintains stability during vehicle motion by reducing the output of an engine (internal combustion engine) or shifting down is also known.

  Patent Document 3 below proposes a vehicle behavior control device that interrupts behavior control when there is a risk of behavior control hunting. Specifically, when the generation and extinction of braking force are repeated continuously on the same wheel, there is a risk that behavior control hunting may occur. The provision of braking force is prohibited.

Japanese Patent No. 3058172 JP 2002-356120 A Japanese Patent No. 3045057

  In the devices described in the above-mentioned Patent Documents 1 and 2, control for maintaining stability during vehicle movement (hereinafter referred to as vehicle stabilization control) is performed. In general, the stabilization control is terminated when a brake operation is performed during the stabilization control of the vehicle.

  On the other hand, in the above-mentioned patent document 3, it is proposed that the behavior control is interrupted when there is a possibility that the behavior control hunting may occur. Traceability is sacrificed. Therefore, it is desirable to be able to prevent hunting by decelerating while maintaining traceability, which is the effect of stabilization control. In particular, when hunting occurs when the brake pedal is operated during the stabilization control of the vehicle and the stabilization control is finished, not only the devices described in Patent Documents 1 and 2 but also Patent Document 3 The device cannot be an effective measure.

  SUMMARY OF THE INVENTION Accordingly, the present invention provides a vehicle stabilization control apparatus for controlling a vehicle by controlling a braking force applied to each wheel according to a vehicle state and controlling a driving force transmitted from an internal combustion engine to a driving wheel. It is an object of the present invention to provide a motion control device that can continue stabilization control appropriately and smoothly even when a brake is operated during control.

  In order to achieve the above object, according to the present invention, as described in claim 1, the vehicle controls the braking force for each wheel according to the vehicle state and controls the driving force transmitted from the internal combustion engine to the driving wheel. In a vehicle motion control apparatus that performs stabilization control, vehicle state quantity detection means for detecting a vehicle state quantity, and vehicle stabilization control by controlling a braking force for each wheel based on a detection result of the vehicle state quantity detection means A braking force control means for performing vehicle stabilization, an engine output control means for controlling the driving force transmitted to the driving wheel based on the detection result of the vehicle state quantity detection means, and performing vehicle stabilization control, and a brake by the driver of the vehicle A brake operation detecting means for detecting an operation; and when the brake operation detecting means detects a brake operation during the vehicle stabilization control, the vehicle stabilization control and the engine output by the braking force control means are detected. Is obtained by the fact that a control distribution adjusting means for adjusting the control distribution between the vehicle stability control by the control means. For example, when a brake operation is performed, the vehicle stabilization control distribution by the engine output control means can be adjusted to be larger than the vehicle stabilization control distribution by the braking force control means. The operation state of the brake pedal can be detected by a stop switch that is turned on / off according to the operation of the brake pedal.

  Further, according to a second aspect of the present invention, the vehicle is provided with a turning state determining unit that determines a turning state of the vehicle, and the control distribution adjusting unit is configured to perform the control according to a determination result of the turning state determining unit. A control distribution between the vehicle stabilization control by the power control means and the vehicle stabilization control by the engine output control means can be adjusted.

  In the above motion control apparatus, when the turning state determining means determines that the vehicle is turning in one direction continuously every predetermined calculation cycle, the control distribution adjustment is performed. The means may adjust the control distribution so that the vehicle stabilization control amount by the engine output control means is larger than the vehicle stabilization control amount by the braking force control means. In particular, as described in claim 4, the control distribution adjusting means is a vehicle controlled by the braking force control means according to the number of calculation cycles during which the vehicle is turning in one direction continuously every predetermined calculation cycle. The control distribution may be adjusted so that the vehicle stabilization control amount by the engine output control means increases as compared to the stabilization control amount.

  Furthermore, in the motion control device according to claim 3 or 4, when the vehicle turns in one direction in one calculation cycle and turns in another direction in the next calculation cycle, as described in claim 5. When the turning state determining means determines, the control distribution adjusting means controls the control so that the vehicle stabilization control amount by the engine output control means and the vehicle stabilization control amount by the braking force control means are substantially equal. Adjust the distribution.

  According to a sixth aspect of the present invention, there is provided shift control means for controlling the output of the internal combustion engine to a predetermined output torque and transmitting the output to the driving wheels as a driving force. The engine output control means and / or the shift control means may be controlled based on the detection result of the vehicle state quantity detection means.

  In the motion control device according to each of the above claims, as described in claim 7, the vehicle state quantity detection unit includes a yaw rate detection unit that detects an actual yaw rate of the vehicle. Target yaw rate setting means for setting the target yaw rate based on the detection result of the vehicle state quantity detection means, and yaw rate deviation calculation for calculating the deviation between the target yaw rate set by the target yaw rate setting means and the actual yaw rate detected by the yaw rate detection means It is preferable that the braking force control unit and the engine output control unit perform vehicle stabilization control according to the yaw rate deviation calculated by the yaw rate deviation calculation unit.

  As described in claim 8, the braking force control means increases the braking force on each wheel in accordance with an increase in the yaw rate deviation calculated by the yaw rate deviation calculating means, and the engine output control means comprises: The driving force transmitted to the driving wheel can be reduced in accordance with an increase in the yaw rate deviation calculated by the yaw rate deviation calculating means.

  Since this invention is comprised as mentioned above, there exist the following effects. That is, in the vehicle motion control apparatus according to claim 1, when the brake operation detecting means detects the brake operation during the vehicle stabilization control, the vehicle stabilization control by the braking force control means and the vehicle by the engine output control means. The control distribution with the stabilization control is adjusted, and for example, when the brake is operated, the latter control distribution can be adjusted to be relatively large, so that the brake pedal is operated during the vehicle stabilization control. Sometimes, the vehicle stabilization control can be performed appropriately and smoothly.

  Furthermore, if constituted as described in claims 2 to 5, the vehicle stabilization control can be performed smoothly without causing hunting.

  According to the sixth aspect of the present invention, the vehicle stabilization control by the engine output control means can be performed smoothly. If the vehicle state quantity detection means is configured as described in claim 7, it is possible to easily perform vehicle stabilization control according to the yaw rate deviation with a simple configuration. If comprised in this way, a braking force control means and an engine output control means can be adjusted according to a yaw rate deviation.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a configuration of a vehicle motion control apparatus according to an embodiment of the present invention. Vehicle state quantity detection means VM for detecting vehicle state quantities such as wheel speed, yaw rate, steering angle, and the like are shown in FIG. Based on the detection result of the vehicle state quantity detection means VM based on the braking force control means BF for controlling the braking force on each wheel FR based on the vehicle stabilization control and the vehicle state quantity detection means VM, it is transmitted to the drive wheels RR and RL. An engine output control means EO for controlling the driving force to perform vehicle stabilization control is provided. When the driver's brake operation is detected by the brake operation detection means BD during the vehicle stabilization control, the vehicle distribution control by the braking force control means BF and the engine output control means EO are detected by the control distribution adjustment means CD. The control distribution with the vehicle stabilization control by is adjusted.

  In the present embodiment, turning state determination means DT for determining the turning state of the vehicle is provided, and in accordance with the turning determination result, the control distribution adjustment means CD performs vehicle stabilization control by the braking force control means BF. The control distribution with the vehicle stabilization control by the engine output control means EO is adjusted. That is, when the turning state determination means DT determines that the vehicle is turning in one direction continuously every predetermined calculation cycle, the engine output control is performed in comparison with the vehicle stabilization control amount by the braking force control means BF. The control distribution is adjusted so that the vehicle stabilization control amount by means EO becomes large. Further, the vehicle stabilization by the engine output control means EO is compared with the vehicle stabilization control amount by the braking force control means BF in accordance with the number of calculation cycles during which the vehicle is turning in one direction continuously every predetermined calculation cycle. The control distribution is adjusted so that the control amount increases. When it is determined that the vehicle turns in one direction in one calculation cycle and in the other direction in the next calculation cycle, the vehicle stabilization control amount by the engine output control means EO and the braking force control means BF The control distribution is adjusted so that the vehicle stabilization control amounts are substantially equal, which will be described in detail later with reference to FIG.

  Further, as indicated by a broken line in FIG. 1, the vehicle state quantity detection means VM includes a yaw rate detection means YD that detects the actual yaw rate of the vehicle, and sets a target yaw rate based on the detection result of the vehicle state quantity detection means VM. And target yaw rate setting means MY, and yaw rate deviation calculating means MD for calculating a deviation between the target yaw rate set by the target yaw rate setting means MY and the actual yaw rate detected by the yaw rate detecting means YD. The means BF and the engine output control means EO can be configured to perform vehicle stabilization control according to the yaw rate deviation calculated by the yaw rate deviation calculating means MD, respectively. In the braking force control means BF, the braking force for each wheel FR and the like is increased according to the increase in the yaw rate deviation calculated by the yaw rate deviation calculating means MD, and in the engine output control means EO, the yaw rate deviation calculating means MD. The driving force transmitted to the drive wheels RR and RL can be reduced in accordance with the increase in the yaw rate deviation calculated in step.

  Further, as shown by a broken line in FIG. 1, it is assumed that there is provided a shift control means GS for controlling the output of the internal combustion engine EG to a predetermined output torque and transmitting the output to the drive wheels RR and RL as a drive force, Thus, the engine output control means EO and / or the shift control means GS may be controlled based on the detection result of the vehicle state quantity detection means VM.

  FIG. 2 shows a vehicle control system including the configuration shown in FIG. 1. The internal combustion engine EG includes a throttle control device TH and a fuel injection device FI. In the throttle control device TH, the throttle is controlled according to the operation of the accelerator pedal AP. The opening is controlled. Further, the throttle opening degree of the throttle control device TH is controlled according to the output of the electronic control unit ECU, and the fuel injection device FI is driven to control the fuel injection amount.

  In FIG. 2, the wheel FL indicates the left front wheel as viewed from the driver's seat, the wheel FR indicates the front right side, the wheel RL indicates the rear left side, the wheel RR indicates the rear right wheel, and the wheels FL, FR, RL, Wheel cylinders Wfl, Wfr, Wrl, Wrr are mounted on the RR, respectively. In this embodiment, the internal combustion engine EG is connected to wheels RL and RR behind the vehicle via a shift control device (corresponding to the above-described shift control means) GS and a differential device DF, and output to the electronic control unit ECU. Accordingly, the shift control device GS is controlled and automatically downshifted to apply the engine brake and reduce the vehicle body speed. Although the so-called rear wheel drive system is configured in FIGS. 1 and 2, the present invention can be applied to either the front wheel drive system or the four wheel drive system, and is not limited to the rear wheel drive system.

  Wheel speed sensors WS1 to WS4 are disposed on the wheels FL, FR, RL, and RR, and these are connected to the electronic control unit ECU, and a pulse signal having a pulse number proportional to the rotational speed of each wheel, that is, the wheel speed. Is input to the electronic control unit ECU. Further, a stop switch BS that is turned on when the brake pedal BP is stroked (constituting the brake operation detecting means BD in FIG. 1), a steering angle sensor SR that detects the steering angle of the vehicle, and a yaw rate sensor YS (the yaw rate detecting means in FIG. 1). YD), a lateral acceleration sensor YG, a throttle sensor (not shown), and the like are connected to the electronic control unit ECU. Thus, the internal combustion engine EG and / or the brake fluid pressure control device BC are driven by the electronic control unit ECU. Note that the configuration of the brake fluid pressure control device BC is omitted (for example, the configuration disclosed in Patent Document 3 described above can be used).

  The electronic control unit ECU has a microcomputer CMP, and as shown in FIG. 2, an input port IPT, an output port OPT, a processing unit CPU, a memory ROM, a memory RAM, and the like are connected to each other via a bus. Output signals from the wheel speed sensors WS1 to WS4, the yaw rate sensor YS, the lateral acceleration sensor YG, the steering angle sensor SR, the stop switch BS, and the like are respectively output from the input port IPT via an amplifier circuit (typically represented by AMP). It is configured to be input to the CPU. The output port OPT is configured to output control signals to the throttle control device TH and the brake fluid pressure control device BC via a drive circuit (represented by ACT as a representative).

  In the microcomputer CMP, the memory ROM stores a program corresponding to the flowcharts shown in FIGS. 3, 4 and 8, and the processing unit CPU stores the program while the ignition switch (not shown) is closed. The memory RAM temporarily stores the variable data necessary for executing the program. In the electronic control unit ECU, the vehicle state quantity detection means VM, the braking force control means BF, the engine output control means EO, the brake operation detection means BD, the control distribution adjustment means CD, and the turning state determination means shown in FIG. DT, target yaw rate setting means MY, and yaw rate deviation calculating means MD are configured.

  In the present embodiment configured as described above, vehicle stabilization control is performed by the electronic control unit ECU as shown in FIG. When an ignition switch (not shown) is closed, initialization is first performed in step 101 of FIG. 3 and various calculation values are cleared. Then, the process proceeds to step 102 and subsequent steps, and the processing of steps 102 to 109 is performed. Is repeated at a predetermined cycle. In step 102, the wheel speed Vw, the yaw rate Ya, and the lateral acceleration Gy representing the vehicle state quantities are detected by detection signals from the wheel speed sensors WS1 to WS4, the yaw rate sensor YS, the lateral acceleration sensor YG, the steering angle sensor SR, the stop switch BS, and the like. The steering angle As and the like are read, appropriately filtered, and sequentially stored in the memory.

  Next, the process proceeds to step 103, where the reference wheel speed Vr of each wheel is calculated based on the output signals (Vw) of the wheel speed sensors WS1 to WS4, and this is differentiated to calculate the wheel acceleration. In this embodiment, the reference wheel speed Vr of each wheel is calculated after the wheel is converted into the speed at the center of gravity of the vehicle. Subsequently, an estimated vehicle speed V is calculated in step 104, and an actual slip ratio Sa (= (Vs−V) / V or wheel slip) is calculated in step 105.

Further, the routine proceeds to step 106, where the target yaw rate is calculated based on the vehicle state quantity. Here, the target yaw rate Yto for oversteer suppression control and the target yaw rate Ytu for understeer suppression control are set as follows. First, the target yaw rate Yto is set to Yto = Gy / V based on the lateral acceleration Gy and the estimated vehicle body speed V. The target yaw rate Ytu is set as follows based on the lateral acceleration Gy, the steering angle As, the estimated vehicle body speed V, and the like.
Ytu = Gy / V + C [(V · As) / {N · L · (1 + K · V ² )} − Gy / V]
Here, N is a steering gear ratio, L is a wheel base, K is a stability factor, and C is a weighting factor.

  Subsequently, in step 107, the yaw rate deviation ΔYto (= Yto−Ya) between the actual yaw rate Ya detected by the yaw rate sensor YS and the target yaw rate Yto, or the yaw rate deviation ΔYtu (= Ytu−Ya) with the target yaw rate Ytu is calculated. Based on these, in step 108, control distribution between the vehicle stabilization control by the braking force control means BF and the vehicle stabilization control by the engine output control means EO is set, and the vehicle stabilization control is performed in step 109. It is. That is, after the control distribution is set as shown in FIG. 4, control for suppressing excessive oversteer and / or excessive understeer is performed, which will be described later with reference to FIG. When the yaw rate deviation ΔYto is a negative value, it is determined as oversteer, and otherwise it is determined as understeer.

  FIG. 4 shows the control distribution setting process performed in the above step 108. When the vehicle stabilization control is continuously performed while the vehicle is turning in the same direction, it is estimated that there is a hunting tendency. Processed to switch control distribution. First, in step 201, it is determined whether or not the vehicle stabilization control is currently being performed (that is, in the current calculation cycle). If the vehicle stabilization control is being performed, the process proceeds to step 202, and the vehicle stabilization control is being performed in the previous calculation cycle. It is determined whether or not. If the previous vehicle stabilization control is not in progress, the routine jumps to step 204. If the previous vehicle stabilization control was also in progress, the routine proceeds to step 203, where the counter value Ct for hunting determination is incremented (Ct + 1), then step Proceed to 204.

  In step 204, it is determined whether or not the counter value Ct is 0, that is, whether or not this time is the first of the vehicle stabilization control. When the counter value Ct is determined to be 0 in step 204 and this time is determined to be the first of the vehicle stabilization control, the process proceeds to step 206, but if the counter value Ct is not 0, the process further proceeds to step 205 where the counter value Ct is 1 is determined, that is, whether or not the vehicle stabilization control is continuously performed twice or more in the previous time and this time. If it is determined that the previous and current vehicle stabilization control is being performed, the process proceeds to step 207, and if it is determined in step 205 that the vehicle stabilization control is being performed three times or more (Ct = 2 or more). Advances to Step 208, and together with Steps 206 and 207, the control distribution between the vehicle stabilization control by the braking force control means BF and the vehicle stabilization control by the engine output control means EO is adjusted relative to each case. The

  That is, at step 206, as shown in FIG. 5, the vehicle stabilization control by the braking force control means BF and the vehicle stabilization control by the engine output control means EO are performed at an equal ratio. On the other hand, in step 207, as shown in FIG. 6, the ratio of the vehicle stabilization control by the engine output control means EO is set larger than the vehicle stabilization control by the braking force control means BF. In step 208, as shown in FIG. 7, the ratio of the vehicle stabilization control by the engine output control means EO is set to be larger than the vehicle stabilization control by the braking force control means BF.

  Here, the ratio of the vehicle stabilization control in FIGS. 5 to 7 is the ratio of the internal combustion engine EG and the yaw rate deviation (for example, ΔYtu) shown in (E) of each figure for the vehicle stabilization control by the engine output control means EO. For the vehicle stabilization control by the braking force control means BF by increasing the torque down rate of the control start threshold by the shift control device GS, the brake control amount of the control start threshold with respect to the yaw rate deviation (B) in each figure ( For example, the control amount of each wheel cylinder hydraulic pressure) is increased and the set values in (E) and (B) of each figure are relatively increased or decreased. For example, the broken lines in FIGS. 6E and 6B represent the threshold values in FIGS. 5E and 5B, and the alternate long and short dash lines in FIGS. It is set so as to represent the threshold values in (E) and (B). That is, (E) in FIG. 6 is set such that the torque down rate is larger and the control start is earlier than in (E) in FIG. 5, and (E) in FIG. 7 is further increased from (E) in FIGS. It is set so that the torque down rate is large and the control start is quick. 6B is set so that the brake control amount is smaller and the control start is delayed than in FIG. 5B, and FIG. 7B is more than FIG. 5B and FIG. 6B. The brake control amount is set to be small and the control start is delayed.

  Returning to FIG. 4, if it is determined in step 201 that the vehicle stabilization control is not currently being performed, the process proceeds to step 209 and subsequent steps, and it is determined whether or not the turning direction of the vehicle has changed. First, in step 209, it is determined whether or not the vehicle was making a right turn last time. If so, the process proceeds to step 210, and it is determined whether or not the vehicle is making a left turn this time. This means that the turning direction of the vehicle has changed. Therefore, in this case, it is presumed that the vehicle stabilization control has been performed without causing hunting, and the routine proceeds to step 212 where the counter value Ct is cleared (0). Similarly, if it is determined in step 209 that the previous turn is not a right turn, the process proceeds to step 211 to determine whether or not the vehicle is turning right this time. If so, the turning direction of the vehicle has changed. This means that the process proceeds to step 212 and the counter value Ct is cleared (0). If it is determined in step 209 that the previous turn is a right turn, and in step 210, it is determined that the turn is not a left turn this time, and in step 209, it is determined that the previous turn is not a right turn, and in step 211 If it is determined that the vehicle is not turning right this time, it means that the turning direction of the vehicle is the same. Therefore, the counter value Ct remains unchanged and the process returns to the main routine. In the next calculation cycle, the counter value Ct is used as a step. The same determination and processing as described above are performed in order from 201.

  The turning direction is determined based on, for example, whether the vehicle is steered to the positive side or the negative side with respect to the neutral point (0 point) of the steering angle detected by the steering angle sensor SR. it can. Also, when the left and right wheel speeds are compared and the difference between the two exceeds a predetermined value, it can be determined that the vehicle is turning in one direction, with the wheel speed high side as the outside and the small side as the inside. This determination method may be used.

  FIG. 8 shows the process of the vehicle stabilization control. After the start specifying control is performed in step 301 as necessary, the process proceeds to step 302 where the state of the stop switch BS is determined. If the stop switch BS is off and the brake pedal BP is not operated, the process proceeds to step 304 as it is. If it is determined that the stop switch BS is on and the brake pedal BP is operated, the process proceeds to step 303. Proceed to step 304 after the control distribution is changed. In step 303, the control distribution between the vehicle stabilization control by the braking force control means BF and the vehicle stabilization control by the engine output control means EO is changed to the control distribution set in step 108 of FIG. For example, the control distribution in FIG. 5 is changed to the control distribution in FIG. 6 or FIG. Thereby, at the time of a brake operation in which hunting is likely to occur, adjustment is made so that the control distribution of the vehicle stabilization control by the engine output control means EO becomes large. It should be noted that whether to change from the control distribution of FIG. 5 to the control distribution of FIG. 6 or FIG. 7 may be set according to the braking state, for example, the wheel according to the number of wheels during anti-skid control. If the number is large, the control distribution in FIG. 7 can be set.

  In step 304, the absolute value of the deviation ΔYto is compared with a predetermined reference value Ko, and if it is greater than or equal to the reference value Ko, it is determined that the oversteer is excessive, and control proceeds to step 305 where oversteer suppression control is performed. If it is determined in step 304 that the absolute value of the yaw rate deviation (hereinafter simply referred to as deviation) ΔYto is less than the predetermined reference value Ko, the process proceeds to step 306, where the deviation ΔYtu is compared with the predetermined reference value Ku. If it is above, it is determined that the understeer is excessive, and control proceeds to step 307 where understeer suppression control is performed.

  In the present embodiment, in the case of understeer suppression control, in one hydraulic system, the front outer wheel FR (or FL) is set as a non-control wheel on the basis of the turning direction of the vehicle, and on the diagonal line A braking force is applied to the rear inner wheel RL (or RR), and so-called diagonal control is performed. That is, the wheel cylinder hydraulic pressure of the front outer wheel FR (or FL) is maintained, and the wheel cylinder hydraulic pressure of the wheel cylinder Wrl (or Wrr) of the rear inner wheel RL (or RR) is controlled. After completion of these controls, end specifying control is performed at step 308, and the process returns to the main routine of FIG. During the understeer suppression control for the control wheel performed in step 307 as described above, the wheel cylinder of the non-control wheel is held, but depending on the relationship with the wheel cylinder hydraulic pressure of the control wheel as appropriate. It is good also as controlling.

It is a block diagram which shows one Embodiment of the movement control apparatus of the vehicle of this invention. It is a block diagram which shows the whole structure of the vehicle containing the motion control apparatus of FIG. It is a flowchart which shows the process of the whole vehicle motion control in one Embodiment of this invention. It is a flowchart which shows the process of the control distribution setting in one Embodiment of this invention. In one Embodiment of this invention, it is a graph which shows an example of the map which sets the torque-down rate and brake control amount according to a yaw rate deviation. In one Embodiment of this invention, it is a graph which shows the other example of the map which sets the torque down rate and brake control amount according to a yaw rate deviation. In one Embodiment of this invention, it is a graph which shows the further another example of the map which sets the torque down rate according to a yaw rate deviation, and a brake control amount. It is a flowchart which shows the process of the vehicle stabilization control in one Embodiment of this invention.

Explanation of symbols

VM vehicle state quantity detection means BF braking force control means EO engine output control means CD control distribution adjustment means DT turning state determination means YD yaw rate detection means MY target yaw rate setting means MD yaw rate deviation calculation means EG internal combustion engine YS yaw rate sensor SR steering angle sensor ECU Electronic control unit BP Brake pedal BS Stop switch FR, FL, RR, RL Wheel

Claims (8)

  A vehicle state quantity for detecting a vehicle state quantity in a vehicle motion control device that controls a braking force for each wheel according to a vehicle state and controls a driving force transmitted from an internal combustion engine to a drive wheel to control a vehicle. Detecting means; braking force control means for controlling the braking force to each wheel based on the detection result of the vehicle state quantity detecting means; and vehicle driving control based on the detection result of the vehicle state quantity detecting means. Engine output control means for controlling the driving force transmitted to the wheels to perform vehicle stabilization control, brake operation detection means for detecting a brake operation by a driver of the vehicle, and the brake operation detection means during vehicle stabilization control Control distribution for adjusting the control distribution between the vehicle stabilization control by the braking force control means and the vehicle stabilization control by the engine output control means when the brake operation is detected The vehicle motion control apparatus is characterized in that a settling unit.   The vehicle includes a turning state determination unit that determines a turning state of the vehicle, and the control distribution adjustment unit performs vehicle stabilization control by the braking force control unit and the engine output control unit according to a determination result of the turning state determination unit. The vehicle motion control device according to claim 1, wherein the vehicle motion control device is configured to adjust a control distribution with respect to the vehicle stabilization control.   When the turning state determining means determines that the vehicle is turning in one direction continuously every predetermined calculation cycle, the control distribution adjusting means is compared with the vehicle stabilization control amount by the braking force control means. 3. The vehicle motion control apparatus according to claim 2, wherein the control distribution is adjusted so that a vehicle stabilization control amount by the engine output control means becomes large.   The control distribution adjustment means is configured to output the engine output in comparison with a vehicle stabilization control amount by the braking force control means according to the number of calculation cycles in which the vehicle is turning in one direction continuously every predetermined calculation cycle. 4. The vehicle motion control apparatus according to claim 3, wherein the control distribution is adjusted so that a vehicle stabilization control amount by the control means increases.   When the turning state determining means determines that the vehicle is turning in one direction in one calculation cycle and turning in the other direction in the next calculation cycle, the control distribution adjusting means is a vehicle by the engine output control means. 5. The vehicle motion control device according to claim 3, wherein the control distribution is adjusted so that a stabilization control amount and a vehicle stabilization control amount by the braking force control means are substantially equal.   Shift control means for controlling the output of the internal combustion engine to a predetermined output torque and transmitting it as driving force to the drive wheels, wherein the control distribution adjustment means is configured to control the engine output based on the detection result of the vehicle state quantity detection means. 2. The vehicle motion control apparatus according to claim 1, wherein the vehicle and / or the shift control means is controlled.   The vehicle state quantity detection means includes a yaw rate detection means for detecting an actual yaw rate of the vehicle, and a target yaw rate setting means for setting a target yaw rate based on a detection result of the vehicle state quantity detection means; and the target yaw rate setting means A yaw rate deviation calculating means for calculating a deviation between the target yaw rate set by the yaw rate detecting means and the actual yaw rate detected by the yaw rate detecting means, and the braking force control means and the engine output control means are respectively calculated by the yaw rate deviation calculating means. The vehicle motion control device according to claim 1, wherein the vehicle stabilization control is performed in accordance with the yaw rate deviation. The braking force control means increases the braking force for each wheel according to an increase in the yaw rate deviation calculated by the yaw rate deviation calculating means, and the engine output control means calculates the yaw rate deviation calculated by the yaw rate deviation calculating means. The vehicle motion control apparatus according to claim 7, wherein the driving force transmitted to the driving wheel is reduced in accordance with the increase.

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