JP2005206075A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly calculate a state quantity with respect to a skid of a vehicle even in a state where the vehicle travels on a bank, and to properly and effectively execute vehicle control based on the proper state quantity with respect to the skid. <P>SOLUTION: A slip angle β of the vehicle is calculated based on the lateral acceleration Gy of the vehicle (S20). An azimuth change amount D1 is calculated based on GPS information (S30). An angle change amount D2 in the travelling direction of the vehicle is calculated by the integration of a yaw rate Yr (S40). When the absolute value of the deviation between the change amounts D1 and D2 is at a reference value Th or less (S50), a correction coefficient A is calculated to be decreased with decrease in the absolute value of the deviation between D1 and D2 (S60). The magnitude of the slip angle β of the vehicle is corrected to be reduced to A times (S70). A spin state quantity SS is calculated based on the slip angle β of the vehicle and the differentiation value βd (S80). The vehicle behavior is controlled based on the spin state quantity SS (S90-170). <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle control apparatus, and more particularly, to a vehicle control apparatus that calculates a state quantity related to a side slip of a vehicle based on at least a lateral acceleration of the vehicle and controls the vehicle based on a state quantity related to at least a side slip of the vehicle. Related.

  As one of control devices for vehicles such as automobiles, for example, as described in Patent Document 1 below, the reference yaw rate of the vehicle is calculated based on the vehicle speed and the steering angle, and the magnitude of deviation between the reference yaw rate and the detected yaw rate is large. Is a behavior control device that controls the behavior of the vehicle by controlling the braking force of each wheel, and calculates the estimated yaw rate as a value obtained by dividing the lateral acceleration of the vehicle by the vehicle speed. The vehicle travels on a travel road (bank) in which the road surface is inclined in the left-right direction when the deviation between the detected yaw rate and the estimated yaw rate is greater than a predetermined value when the vehicle is running straight ahead. Therefore, a vehicle behavior control apparatus configured to stop the behavior control is known.

  According to the conventional behavior control device described in Patent Document 1 described above, since the behavior control is stopped when the vehicle is traveling in the bank, the detected lateral acceleration of the vehicle is caused by the inclination of the road surface. Thus, it is possible to prevent the behavior control from being improperly executed by being different from the actual lateral acceleration of the vehicle.

  As one of control devices for vehicles such as automobiles, for example, as described in Patent Document 2 below, the estimated yaw rate of the vehicle is calculated by calculating the estimated yaw rate of the vehicle by dividing the lateral acceleration of the vehicle by the vehicle speed. Is a motion control device that controls the yaw motion of the vehicle based on the change rate of the slip angle of the vehicle, which is a deviation from the above, and is configured so that it can be easily determined when the vehicle is traveling in a bank. There are known motion control devices.

Patent Documents 3 and 4 listed below describe control devices that determine and control the traveling state of a vehicle based on information from a GPS (Global Positioning System).
JP 10-44954 A JP-A-11-59372 JP-A-2-245075 JP 2002-318274 A

  In the conventional behavior control apparatus described in the above-mentioned Patent Document 1, it is possible to determine whether or not the vehicle is in a state of traveling in a bank only when the vehicle is in a straight traveling state. When it is determined that the vehicle is in a banking situation, the behavior control is stopped, so that if the behavior deteriorates in the situation where the vehicle is banking, there is a problem that the behavior of the vehicle cannot be stabilized. is there.

  Further, in the conventional motion control apparatus described in Patent Document 2 described above, the change speed of the slip angle of the vehicle, which is the deviation between the estimated yaw rate and the detected yaw rate, is the behavior of the vehicle when the vehicle travels in a bank. Based on the premise that it is smaller than the case of deterioration, the low frequency component is removed by the filter from the deviation between the estimated yaw rate and the detected yaw rate, so that the vehicle will slowly spin However, there is a problem that the behavior of the vehicle cannot be stabilized effectively.

  According to the control device that uses information from the GPS described in Patent Documents 3 and 4 described above, it is possible to determine and control the traveling state of the vehicle by effectively using the information from the GPS. Even with these control devices, the above-described problems in the conventional control devices described in Patent Documents 1 and 2 cannot be solved.

  The present invention has been made in view of the above-described problems in the conventional vehicle control device, and the main problem of the present invention is that at least the lateral acceleration of the vehicle in the situation where the vehicle runs in a bank. The state quantity related to the vehicle slip calculated based on the detection value includes an error component due to the bank running of the vehicle, but it is calculated by integrating the vehicle azimuth change calculated based on the GPS information and the vehicle yaw rate. Focusing on the fact that the calculated vehicle direction change amount does not include error components due to vehicle banking, and based on the deviation of the vehicle direction change amount and the vehicle direction change amount, the state amount related to the side slip of the vehicle By correcting this, the effect of the error component of the lateral acceleration detection value caused by the bank running of the vehicle on the state quantity related to the vehicle slip is reduced, and the situation where the vehicle runs in the bank is reduced. There appropriately calculates the state quantity related to the side slip of the vehicle even, thereby is to perform properly and effectively control the vehicle based on the state quantity relating to the proper side slip.

  According to the present invention, the above-mentioned main problem is that according to the present invention, the state quantity relating to the side slip of the vehicle is calculated based on at least the lateral acceleration of the vehicle, and the vehicle is controlled based on the state quantity relating to at least the side slip of the vehicle. In the vehicle control device, the direction change amount of the vehicle is calculated based on the GPS information, the direction change amount of the vehicle is calculated by integrating the yaw rate of the vehicle, and the deviation between the direction change amount and the direction change amount is calculated. This is achieved by a vehicle control device that reduces and corrects the magnitude of the state quantity related to the side slip of the vehicle.

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 1, the smaller the deviation between the azimuth change amount and the direction change amount, It is comprised so that the reduction amount of the magnitude | size of the state quantity regarding a vehicle slip may be enlarged.

  Further, according to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 1 or 2, the deviation Gy−γV between the lateral acceleration Gy and the product γV of the vehicle speed V and the yaw rate γ. The vehicle side slip acceleration Vyd is calculated as follows, and when the magnitude of the deviation between the azimuth change amount and the direction change amount is equal to or smaller than a reference value, the vehicle side slip acceleration Vyd is reduced and corrected. (Configuration of claim 3).

  Further, according to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 1 or 2, the deviation Gy−γV between the lateral acceleration Gy and the product γV of the vehicle speed V and the yaw rate γ. The vehicle side slip acceleration Vyd is calculated, and the vehicle side slip velocity Vy is calculated by integrating the side slip acceleration Vyd, and the vehicle slip angle β is calculated as the ratio Vy / Vb of the vehicle side slip velocity Vy to the vehicle speed V. When the magnitude of the deviation between the azimuth change amount and the directional change amount is equal to or less than a reference value, the vehicle is configured to reduce and correct the magnitude of the slip angle β of the vehicle.

  In general, since the detected value of the lateral acceleration of the vehicle is affected by the bank running of the vehicle, at least the magnitude of the state quantity related to the vehicle slip calculated based on the lateral acceleration of the vehicle becomes larger when the vehicle is in a spin state , Even when the vehicle is banking. On the other hand, the magnitude of the deviation between the vehicle direction change amount and the vehicle direction change amount calculated by integrating the vehicle yaw rate based on the GPS information increases when the vehicle is in the spin state. It doesn't grow even when driving.

  Therefore, it is possible to determine whether or not the vehicle is traveling in a bank based on the magnitude of the deviation between the direction change amount of the vehicle and the direction change amount of the vehicle, and the magnitude of the deviation between the direction change amount and the direction change amount. If the amount of state related to vehicle side slip is large in a situation where the vehicle is small, it is considered that the detection value of the vehicle's lateral acceleration is influenced by the bank running of the vehicle. By reducing the size of the state quantity related to the side slip, it is possible to reduce the influence of the bank running of the vehicle on the state quantity related to the side slip of the vehicle.

  When the vehicle is not in the spin state, the magnitude of the state amount related to the vehicle slip calculated based on the lateral acceleration of the vehicle does not increase. Therefore, in the situation where the vehicle runs in the bank without being in the spin state, Even if the magnitude of the state quantity relating to the side slip is reduced, the vehicle control based on the state quantity relating to the side slip of the vehicle is not adversely affected.

  According to the first aspect of the present invention, in a vehicle control apparatus that calculates a state quantity related to a vehicle side slip based on at least a detected value of the lateral acceleration of the vehicle, and controls the vehicle based on at least a state quantity related to the side slip of the vehicle. Based on the GPS information, the direction change amount of the vehicle is calculated, the direction change amount of the vehicle is calculated by integrating the yaw rate of the vehicle, and the magnitude of the deviation between the direction change amount and the direction change amount is less than the reference value In some cases, the magnitude of the state quantity related to the side slip of the vehicle is reduced and corrected, so that the influence of the error component of the lateral acceleration detection value due to the bank running of the vehicle on the state quantity related to the side slip of the vehicle is reduced, and the vehicle runs in the bank. Even in situations where the vehicle is moving, it is possible to calculate the amount of state related to the side slip of the vehicle to an appropriate size. It is possible to control the vehicle properly and effectively.

  In general, the magnitude of the deviation between the azimuth change amount and the directional change amount is smaller as the influence of the vehicle banking is smaller. Therefore, the reduction amount of the state quantity related to the vehicle slip is the azimuth change amount and the directional change amount. It is preferable that the smaller the deviation, the larger. According to the second aspect of the present invention, the smaller the deviation between the direction change amount and the direction change amount, the larger the reduction amount of the state quantity related to the side slip of the vehicle. The magnitude of the state quantity related to the side slip of the vehicle can be optimally reduced according to the magnitude of the influence.

  According to the third aspect of the present invention, the lateral slip acceleration Vyd of the vehicle is calculated as the deviation Gy−γV between the lateral acceleration Gy and the product γV of the vehicle speed V and the yaw rate γ, and the deviation between the azimuth change amount and the direction change amount is calculated. When the magnitude is less than or equal to the reference value, the magnitude of the vehicle side slip acceleration Vyd is reduced and corrected, so that the vehicle side slip acceleration Vyd can be calculated to an appropriate magnitude even in a situation where the vehicle travels in a bank. Thus, the vehicle can be controlled appropriately and effectively based on the appropriate side-slip acceleration Vyd.

  Further, according to the configuration of the fourth aspect, the lateral slip acceleration Vyd of the vehicle is calculated as a deviation Gy−γV between the lateral acceleration Gy and the product γV of the vehicle speed V and the yaw rate γ, and the lateral slip acceleration Vyd is integrated to calculate the lateral slip of the vehicle. When the speed Vy is calculated, the vehicle slip angle β is calculated as the ratio Vy / Vb of the vehicle side slip speed Vy to the vehicle speed V, and the magnitude of the deviation between the azimuth change amount and the direction change amount is less than the reference value, Since the slip angle β of the vehicle is reduced and corrected, the slip angle β of the vehicle can be calculated to an appropriate size even in a situation where the vehicle travels in a bank. Based on this, the vehicle can be controlled appropriately and effectively.

[Preferred embodiment of problem solving means]
According to one preferred aspect of the present invention, in the configuration of claim 1 or 2, a spin state quantity indicating a degree of a spin state of a vehicle is calculated based on at least a state quantity relating to a side slip of the vehicle, and a spin state quantity is calculated. (Preferred aspect 1).

  According to another preferred embodiment of the present invention, in the configuration of the preferred embodiment 1, the vehicle side slip speed is calculated based on at least the lateral acceleration of the vehicle, and the vehicle slip angle is calculated based on the vehicle side slip speed. The spin state quantity is calculated based on at least the slip angle of the vehicle (preferred aspect 2).

  According to another preferred embodiment of the present invention, in the configuration of claim 1 or 2, the vehicle slip speed is calculated based on at least the lateral acceleration of the vehicle, and the vehicle slip angle is calculated based on the vehicle slip speed. Is calculated, and at least the slip angle of each wheel is calculated based on the slip angle of the vehicle, and the vehicle is controlled based on the slip angle of each wheel (preferred aspect 3).

  According to another preferred embodiment of the present invention, in the configuration of claim 1 or 2, the vehicle slip speed is calculated based on at least the lateral acceleration of the vehicle, and the vehicle slip angle is calculated based on the vehicle slip speed. When the amount of spin state is calculated based on the slip angle of the vehicle and its rate of change, and the magnitude of deviation between the direction change amount and the direction change amount is less than or equal to a reference value, the magnitude of the spin state amount is calculated. It is configured such that the magnitude of the state quantity related to the side slip of the vehicle is reduced and corrected indirectly by reducing and correcting (preferred aspect 4).

  According to another preferred embodiment of the present invention, in the configuration of claim 1 or 2, the vehicle slip speed is calculated based on at least the lateral acceleration of the vehicle, and the vehicle slip angle is calculated based on the vehicle slip speed. And calculating the spin state amount based on the change rate of the vehicle slip angle and the vehicle slip velocity, and when the deviation between the azimuth change amount and the direction change amount is less than a reference value, It is configured to indirectly reduce and correct the magnitude of the state quantity related to the side slip of the vehicle by correcting the magnitude of the quantity to be reduced (preferred aspect 5).

  The present invention will now be described in detail with reference to a few preferred embodiments with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration diagram showing a first embodiment of a vehicle control device according to the present invention configured as a vehicle behavior control device.

  In FIG. 1, 10FL and 10FR represent the left and right front wheels of the vehicle 12, respectively, and 10RL and 10RR represent the left and right rear wheels, respectively. The left and right front wheels 10FL and 10FR, which are steered wheels, are steered via tie rods 18L and 18R by a rack and pinion type power steering device 16 that is driven in response to turning of the steering wheel 14 by the driver.

  The braking force of each wheel is controlled by controlling the braking pressure of the wheel cylinders 24FR, 24FL, 24RR, 24RL by the hydraulic circuit 22 of the braking device 20. Although not shown in the drawing, the hydraulic circuit 22 includes an oil reservoir, an oil pump, various valve devices, and the like, and the braking pressure of each wheel cylinder is normally driven according to the depression operation of the brake pedal 26 by the driver. It is controlled by the master cylinder 28 and, if necessary, is controlled by the electronic control unit 30 as described later.

  Wheel speed sensors 32FR to 32RL that detect wheel speeds (rotational speeds) Vwi (i = fl, fr, rl, rr) of the corresponding wheels are provided on the wheels 10FR to 10RL, respectively. The steering column connected to the steering wheel 14 is provided with a steering angle sensor 34 for detecting the steering angle θ. The vehicle 12 detects a pressure sensor 36 for detecting the master cylinder pressure Pm, and detects the yaw rate Yr of the vehicle. A yaw rate sensor 38, a longitudinal acceleration sensor 40 for detecting the longitudinal acceleration Gx of the vehicle, and a lateral acceleration sensor 42 for detecting the lateral acceleration Gy of the vehicle are provided. The steering angle sensor 34, the yaw rate sensor 38, and the lateral acceleration sensor 42 detect the steering angle, the yaw rate, and the lateral acceleration, respectively, assuming that the left turning direction of the vehicle is positive.

  As shown in the figure, a signal indicating the wheel speed Vwi detected by the wheel speed sensors 32FR to 32RL, a signal indicating the steering angle θ detected by the steering angle sensor 34, and a signal indicating the master cylinder pressure Pm detected by the pressure sensor 36. A signal indicating the vehicle yaw rate Yr detected by the yaw rate sensor 38, a signal indicating the vehicle longitudinal acceleration Gx detected by the longitudinal acceleration sensor 40, and a signal indicating the vehicle lateral acceleration Gy detected by the lateral acceleration sensor 42 are: Input to the electronic control unit 30. Although not shown in detail in the figure, the electronic control device 30 has, for example, a CPU, a ROM, a RAM, and an input / output port device, which are connected to each other via a bidirectional common bus. Includes a microcomputer.

  The electronic control unit 30 calculates the vehicle slip angle β based on the vehicle lateral acceleration Gy and the like according to the flowchart shown in FIG. 2 as will be described later, and the vehicle spin state index value based on the vehicle slip angle β and the like. And the drift state quantity DS as an index value of the vehicle drift-out state is calculated based on the yaw rate Yr of the vehicle, and the vehicle is calculated based on the spin state quantity SS and the drift-out state quantity DS. The target slip ratio of each wheel for stabilizing the behavior of the vehicle is calculated, and the braking force is controlled so that the slip ratio of each wheel becomes the target slip ratio. A moment is applied and the vehicle is decelerated to stabilize the behavior of the vehicle.

  In particular, the electronic control unit 30 calculates the vehicle orientation change amount D1 over a predetermined time Tc based on the GPS information and integrates the yaw rate Yr over the predetermined time Tc according to the flowchart shown in FIG. Is used to calculate the angle change amount D2 in the traveling direction of the vehicle, and when the absolute value of the deviation between the direction change amount D1 and the angle change amount D2 is less than or equal to the reference value Th, the deviation between the direction change amount D1 and the angle change amount D2 Based on the absolute value, the correction coefficient A is calculated so that the smaller the absolute value is, the lower the vehicle slip angle β is corrected by A times.

  Next, a behavior control routine in the embodiment will be described with reference to the flowchart shown in FIG. The control according to the flowchart shown in FIG. 2 is started by closing an ignition switch not shown in the figure, and is repeatedly executed at predetermined time intervals.

First, at step 10, a signal indicating the wheel speed Vwi of each wheel is read, and at step 20, the vehicle speed V is calculated based on the wheel speed Vwi in a manner known in the art. As the deviation Gy−V · Yr of the lateral acceleration Gy and the product VYr of the vehicle speed V and the yaw rate Yr, the lateral acceleration deviation, that is, the lateral slip acceleration Vyd of the vehicle is calculated according to the following equation 1, and the lateral slip acceleration Vyd is integrated. Thus, the side slip speed Vy of the vehicle is calculated, and the vehicle slip angle β is calculated according to the following equation 2 as the ratio Vy / Vx of the vehicle side slip speed Vy to the vehicle longitudinal speed Vx (= vehicle speed V).
Vyd = Gy−V · Yr (1)
β = Vy / Vx (2)

  In step 30, for example, as described in Japanese Patent Laid-Open No. 5-18772, a vehicle direction change amount D1 over a predetermined time Tc is calculated based on GPS information. In step 40, a predetermined time is calculated. An angular change amount D2 in the traveling direction of the vehicle is calculated by integrating the yaw rate Yr over Tc.

  In step 50, it is determined whether or not the absolute value of the deviation between the direction change amount D1 of the vehicle and the angle change amount D2 of the traveling direction of the vehicle is equal to or less than the reference value Th, that is, the vehicle is not in a spin state and is stable. When the negative determination is made, the process proceeds to step 80, and when the positive determination is made, the process proceeds to step 60.

  In step 60, a correction coefficient A is calculated from the map corresponding to the graph shown in FIG. 3 based on the absolute value of the deviation between the vehicle direction change amount D1 and the vehicle direction change angle angle D2. In 70, the vehicle slip angle β is corrected to be reduced by A times. The correction coefficient A is calculated to a value greater than 0 and less than 1 so that the smaller the absolute value of the deviation between the azimuth change amount D1 and the angle change amount D2, the smaller. When the absolute value of the deviation between the azimuth change amount D1 of the vehicle and the angular change amount D2 in the traveling direction of the vehicle exceeds the reference value Th as shown by the phantom line in FIG. When the negative determination is made in this step, the correction coefficient A is set to a standard value of 1, and processing equivalent to this is performed.

In step 80, the spin amount SV is calculated as the linear sum K1.beta. + K2.beta.d of the vehicle slip angle .beta. And its differential value .beta.d with K1 and K2 as positive constants, respectively, and the yaw rate Yr. The spin direction amount SS is calculated as SV when the vehicle turns left, and -SV when the vehicle turns right, and the spin state amount is 0 when the calculation result is a negative value. It is said. The spin amount SV may be calculated according to the following equation 4 as the linear sum of the vehicle slip angle β and the side-slip acceleration Vyd.
SV = K1 · β + K2 · βd (3)
SV = K1 · β + K2 · Vyd (4)

In step 90, Kh is a stability factor, H is a wheel base, Rg is a steering gear ratio, a target yaw rate Yrc is calculated according to the following equation 5, T is a time constant, and s is a Laplace operator. A reference yaw rate Yrt is calculated according to the following equation (6). The target yaw rate Yrc may be calculated in consideration of the lateral acceleration Gy of the vehicle so as to take into account the dynamic yaw rate.
Yrc = V · θ / (1 + Kh · V ² ) · H / Rg (5)
Yrt = Yrc / (1 + T · s) (6)

In step 100, the drift value DV is calculated according to the following equation 7, the turning direction of the vehicle is determined based on the sign of the yaw rate Yr, and the drift-out state quantity DS is set as DV when the vehicle turns left. When turning right, it is calculated as -DV, and when the calculation result is a negative value, the drift-out state quantity is zero. The drift value DV may be calculated according to Equation 8 below.
DV = (Yrt−Yr) (7)
DV = H · (Yrt−Yr) / V (8)

  In step 110, the target slip ratio Rssfo of the front wheel outside the turn is calculated from the map corresponding to the graph shown in FIG. 4 based on the spin state quantity SS. In step 120, the target slip ratio Rssfo is calculated based on the drift-out state quantity DS. The target slip ratio Rsall of the entire vehicle is calculated from the map corresponding to the graph shown in FIG.

In step 130, the distribution ratio (0.5 ≦ Kfi <1) with respect to the front wheels among the front and rear wheels on the turning inner side is set as Kfi, and the turning outer front wheel, the turning inner front wheel, the turning outer rear wheel, and the turning inner side according to the following formula 9. The rear wheel target slip ratios Rsfo, Rsfi, Rsro, Rsri are calculated.
Rsfo = Rssfo
Rsfi = Kfi ・ Rsall
Rsro = 0
Rsri = (1-Kfi) ・ Rsall ...... (9)

  In step 140, the turning direction of the vehicle is determined based on the sign of the yaw rate Yr to identify the turning inner and outer wheels, and the final target slip ratio Rsi (i = fr, fl, rr) of each wheel is determined based on the identification result. , Rl) is calculated. That is, the final target slip ratio Rsi is obtained according to the following equations 10 and 11 for the case where the vehicle turns left and right, respectively.

Rsfr = Rsfo
Rsfl = Rsfi
Rsrr = Rsro
Rsrl = Rsri (10)
Rsfr = Rsfi
Rsfl = Rsfo
Rsrr = Rsri
Rsrl = Rsro (11)

  In step 150, it is determined whether any final target slip ratio Rsi is positive (whether all Rsi are not 0), that is, whether behavior control is necessary. If an affirmative determination is made, the process proceeds to step 170. If a negative determination is made, in step 160, each valve device or the like is set to a non-control position, and the process returns to step 10 without performing behavior control. .

  In step 170, the behavior is controlled by controlling the braking force so that the slip ratio of each wheel becomes the final target slip ratio Rsi set in step 140, and then the process returns to step 10.

  Thus, according to the illustrated embodiment, when the turning behavior of the vehicle is in a stable state, a negative determination is made in step 150, whereby each valve device or the like is set to the non-control position in step 160. After that, the process returns to Step 10, and in this case, the behavior control in Step 170 is not executed, whereby the braking pressure of each wheel is controlled in accordance with the depression amount of the brake pedal 26 by the driver.

  Further, when the turning behavior of the vehicle is in an unstable state, an affirmative determination is made in step 150, so that the braking force of each wheel is determined in step 170 based on both the spin state quantity SS and the drift-out state quantity DS. When the vehicle is in the spin state or the drift-out state, the unstable behavior is reduced.

  In this case, in step 30, the direction change D1 of the vehicle over a predetermined time Tc is calculated based on the GPS information. In step 40, the angle of the vehicle traveling direction is obtained by integrating the yaw rate Yr over the predetermined time Tc. The change amount D2 is calculated, and when the absolute value of the deviation between the vehicle direction change amount D1 and the vehicle direction change angle angle D2 is less than or equal to the reference value Th in steps 50 and 60, the vehicle direction change amount D1. And a correction coefficient A is calculated so that the smaller the absolute value is, the smaller the absolute value is, and the slip angle β of the vehicle is reduced to A times in step 70. Is done.

  As described above, the slip angle β is calculated according to the above equation 2, and the side slip velocity Vy of the vehicle in the above equation 2 is obtained by integrating the side slip acceleration Vyd calculated according to the above equation 1. This relationship is established when the vehicle turns on a horizontal road surface, and when the vehicle turns on a bank road, the detected value of the lateral acceleration Gy of the vehicle is caused by the inclination of the road surface. Since the value is different from the acceleration, the relationship of Equation 1 is not established.

  Therefore, when the vehicle turns on a bank road, the vehicle does not have an excessive slip, and the slip angle β is calculated to an excessive value even though the actual slip angle β of the vehicle is not excessive. As a result, the behavior of the vehicle may be unnecessarily controlled.

  On the other hand, according to the illustrated first embodiment, when the vehicle turns on the bank road, the absolute value of the deviation between the azimuth change amount D1 of the vehicle and the angular change amount D2 of the traveling direction of the vehicle is the reference value Th. Since the vehicle slip angle β is corrected to be reduced by A times, the spin state amount SS apparently becomes excessive and the spin control is performed even though the vehicle is not in an excessive spin state. Unnecessary or inappropriate execution can be surely prevented.

  For example, FIG. 6 shows that when the vehicle turns stably on a horizontal road surface (A), when the vehicle turns in a limit state on a horizontal road surface (B), the vehicle is stable on a bank road. FIG. 8 is an explanatory diagram comparing the actual slip angle β of the vehicle, the absolute value of the vehicle slip acceleration Vyd, and the absolute value of the deviation D1-D2 for the case of turning (C).

  When the vehicle turns stably on a horizontal road surface (A), the absolute value of the vehicle slip acceleration Vyd and the actual slip angle β of the vehicle are small, and the absolute value of the deviation D1-D2 is also When the vehicle is small and turns in a limit state on a horizontal road surface (B), the absolute value of the vehicle slip acceleration Vyd and the actual slip angle β of the vehicle are large, and the deviation D1-D2 is Although the absolute value also increases, when the vehicle turns stably on the bank road (C), the absolute value of the vehicle slip acceleration Vyd is large and the actual slip angle β of the vehicle and the deviation D1 The absolute value of -D2 becomes smaller.

  Therefore, according to the illustrated embodiment 1, when the vehicle turns stably on the bank road (C), the absolute value of the deviation D1-D2 becomes small, and the slip angle of the vehicle used for behavior control is reduced. By reducing the magnitude of β, the actual slip angle β of the vehicle can be reliably brought close to the magnitude.

  FIG. 7 is a flowchart showing a main part of a behavior control routine in the second embodiment of the vehicle control device according to the present invention configured as a vehicle behavior control device. In FIG. 7, the same steps as those shown in FIG. 2 are assigned the same step numbers as those shown in FIG.

  In the second embodiment, step 20 in the first embodiment is not executed, and if a positive determination is made in step 50, that is, the vehicle is not in a spin state and is in a stable running state. Is determined in step 55 based on the absolute value of the deviation between the vehicle orientation change amount D1 and the vehicle travel direction angle change amount D2 from the map corresponding to the graph shown in FIG. K2 is calculated, and in step 75, the vehicle slip angle β is calculated according to Equation 3 above.

  In step 55, the coefficients K1 and K2 are calculated to be positive values so that the smaller the absolute value of the deviation between the azimuth change amount D1 and the angle change amount D2, the smaller. If the absolute value of the deviation between the azimuth change amount D1 of the vehicle and the angular change amount D2 in the traveling direction of the vehicle exceeds the reference value Th as shown by the phantom line in FIG. As a result of the negative determination, the coefficients K1 and K2 are set to standard values K1n and K2n (respectively positive constants). Further, the other steps of this embodiment are executed in the same manner as in the first embodiment.

  Thus, according to the second embodiment shown in the figure, when the vehicle turns on the bank road as in the first embodiment, the difference between the direction change D1 of the vehicle and the angle change amount D2 in the traveling direction of the vehicle. Since the absolute value of the deviation is determined to be equal to or less than the reference value Th, and the coefficients K1 and K2 are reduced and corrected, the spin state quantity SS is reduced and corrected, so that the vehicle is not in an excessive spin state. Apparently, it is possible to reliably prevent spin control from being performed unnecessarily or inappropriately due to an excessively large spin state amount SS.

  Further, according to the illustrated embodiment 2, the coefficients K1 and K2 are reduced and corrected when the absolute value of the deviation D1-D2 is equal to or less than the reference value Th, thereby reducing the spin control amount. When the vehicle is in a spin state when the vehicle is turning on the bank road, the absolute value of the deviation D1-D2 becomes a relatively large value, and the coefficients K1 and K2 Since the reduction correction amount of the coefficients K1 and K2 is small, the spin state when the vehicle is traveling in the bank can be effectively suppressed and reduced as in the case of the first embodiment.

  FIG. 8 is a flowchart showing a main part of the behavior control routine in the second embodiment of the vehicle control device according to the present invention configured as a vehicle behavior control device. In FIG. 8, the same step number as the step number shown in FIG. 2 is assigned to the same step as the step shown in FIG.

  In the third embodiment, the correction coefficient A is calculated in step 60 so that the smaller the absolute value of the deviation between the azimuth change amount D1 and the angle change amount D2 is, the smaller the absolute value of the deviation between the azimuth change amount D1 and the angle change amount D2 is. In step 65, the lateral slip acceleration Vyd of the vehicle is corrected to be reduced by A, and then the lateral slip velocity Vy calculated by integration of the lateral slip acceleration Vyd is calculated. The vehicle slip angle β is calculated according to the above equation 2 as the ratio Vy / Vx of the vehicle's side slip velocity Vy. The other steps are executed in the same manner as in the second embodiment.

  Thus, according to the illustrated second embodiment, as in the first and second embodiments described above, when the vehicle turns on the bank road, the directional change amount D1 of the vehicle and the angular change amount D2 of the traveling direction of the vehicle. The absolute value of the deviation is determined to be less than or equal to the reference value Th, and the vehicle side slip acceleration Vyd is reduced and corrected to reduce the spin state amount SS, so the vehicle is not in an excessively spin state. Nevertheless, it is possible to reliably prevent the spin state amount SS from seemingly becoming excessive and causing spin control to be executed unnecessarily or inappropriately.

  According to the first to third embodiments shown in the figure, the reduction correction amount of the spin state amount SS is variably controlled in accordance with the absolute value of the deviation D1-D2, so that the smaller the absolute value of the deviation D1-D2 is, Compared to the case where the spin state amount SS is corrected to be reduced by a certain amount regardless of the absolute value of the deviation D1-D2, the magnitude of the spin state amount SS is optimized according to the influence of the bank running of the vehicle. Can be reduced.

  Further, according to the first to third embodiments shown in the drawings, the magnitude of the slip angle β of the vehicle, the coefficients K1 and K2, and the lateral slip acceleration Vyd of the vehicle are reduced when the absolute value of the deviation D1-D2 is less than the reference value Th. As a result, the amount of spin state SS is reduced, but the behavior control of the vehicle itself is not stopped, and if the vehicle is in a spin state while turning on the bank road, Since the absolute value of D1-D2 becomes a relatively large value and the spin state amount SS is not reduced or corrected, or the reduction correction amount of the spin state amount SS is small, the spin state during the bank running of the vehicle is effectively suppressed. Can be reduced.

  Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.

  For example, in each of the above-described first to third embodiments, when the absolute value of the deviation D1-D2 is equal to or smaller than the reference value Th, the magnitude of the vehicle slip angle β, the coefficients K1 and K2, and the vehicle slip acceleration Vyd are as follows. The spin state amount SS is reduced by the respective reduction corrections. However, the spin state amount SS itself may be corrected to be reduced and corrected.

  In each of the above-described embodiments, the reference value Th for determination in step 50 is a constant. However, as the vehicle speed V increases, the error component of the lateral acceleration Gy of the vehicle has an effect on the appropriate vehicle behavior control. Therefore, the reference value Th may be modified so as to be variably set according to the vehicle speed V so as to decrease as the vehicle speed V increases.

  In each of the above-described embodiments, when the behavior of the vehicle is deteriorated, the behavior of the vehicle is stabilized by controlling the braking force of a predetermined wheel. May be modified to be achieved by controlling the braking and driving forces of the wheels.

  In each of the above-described embodiments, the spin state quantity SS and the drift-out state quantity DS are calculated, and based on these, the target slip ratio of each wheel is calculated. May be modified so that the target slip ratio of each wheel is calculated based only on the spin state amount SS and only the spin of the vehicle is controlled, and the braking force of each wheel is adjusted to the target braking force. The pressure may be calculated and modified so that the braking pressure of each wheel is controlled to the target braking pressure.

  Further, when the spin amount SV is calculated as the linear sum of the vehicle slip angle β and the side slip acceleration Vyd according to the above equation 4, the magnitude of the side slip acceleration Vyd is large when the absolute value of the deviation D1-D2 is less than or equal to the reference value Th. May be corrected so that the spin amount SV is calculated based on the side-slip acceleration Vyd after the reduction correction.

  Further, in each of the above-described embodiments, the behavior of the vehicle is controlled based on the vehicle slip angle β as a state quantity related to the side slip of the vehicle, but the vehicle control is limited to the behavior control. For example, the vehicle control is performed as in the case where the slip angle of each wheel is calculated based on the vehicle slip angle β and the vehicle is controlled based on the vehicle slip rate β as a state quantity related to the side slip of the vehicle. The control may be any control using the vehicle side-slip acceleration Vyd or the side-slip velocity Vy, the slip angle β, or the spin state amount SS as the state quantity relating to the side-slip of the vehicle.

It is a schematic block diagram which shows Example 1 of the control apparatus of the vehicle by this invention comprised as a vehicle behavior control apparatus. 3 is a flowchart illustrating a behavior control routine in the first embodiment. A graph showing the relationship between the absolute value of the deviation between the vehicle direction change D1 calculated based on the GPS information and the vehicle angle change D2 calculated by integrating the yaw rate Yr and the correction coefficient A It is. It is a graph which shows the relationship between spin state amount SS and the target slip ratio Rssfo of a turning outer front wheel. It is a graph which shows the relationship between drift-out state quantity DS and the target slip ratio Rsll of the whole vehicle. When the vehicle turns stably on a horizontal road surface (A), when the vehicle turns in a limit state on a horizontal road surface (B), or when the vehicle turns stably on a bank road FIG. 6C is an explanatory diagram comparing the actual slip angle β of the vehicle, the absolute value of the vehicle side slip acceleration Vyd, and the absolute value of the deviation D1-D2 for (C). 10 is a flowchart showing a main part of a behavior control routine in Embodiment 2. 10 is a flowchart showing a main part of a behavior control routine in Embodiment 3. The relationship between the absolute value of the deviation between the vehicle direction change D1 calculated based on the GPS information and the vehicle angle change D2 calculated by integrating the yaw rate Yr and the coefficients K1 and K2 is shown. It is a graph.

Explanation of symbols

10FR to 10RL Wheel 20 Braking device 28 Master cylinder 30 Electronic controller 32FR to 32RL Wheel speed sensor 34 Steering angle sensor 36 Pressure sensor 38 Yaw rate sensor 40 Longitudinal acceleration sensor 42 Lateral acceleration sensor

Claims (4)

  At least a state quantity related to the vehicle's side slip is calculated based on the detected value of the vehicle's lateral acceleration, and the vehicle control device controls the vehicle based on at least the state quantity related to the vehicle's side slip. When the amount of change is calculated, the direction change amount of the vehicle is calculated by integrating the yaw rate of the vehicle, and the magnitude of deviation between the direction change amount and the direction change amount is equal to or less than a reference value, the state related to the side slip of the vehicle A control apparatus for a vehicle, wherein the amount of quantity is corrected to be reduced.   2. The vehicle control device according to claim 1, wherein the amount of reduction in the state quantity related to the side slip of the vehicle is increased as the deviation between the direction change amount and the direction change amount is smaller. .   When the lateral slip acceleration Vyd of the vehicle is calculated as a deviation Gy−γV between the lateral acceleration Gy and the product γV of the vehicle speed V and the yaw rate γ, and the magnitude of the deviation between the azimuth change amount and the direction change amount is less than a reference value The vehicle control device according to claim 1, wherein the vehicle side slip acceleration Vyd is reduced and corrected. The vehicle side slip acceleration Vyd is calculated as a deviation Gy-γV of the lateral acceleration Gy and the product γV of the vehicle speed V and the yaw rate γ, and the vehicle side slip velocity Vy is calculated by integrating the side slip acceleration Vyd. When the slip angle β of the vehicle is calculated as a ratio Vy / Vb of the side slip velocity Vy, and the magnitude of the deviation between the azimuth change amount and the direction change amount is equal to or less than a reference value, the magnitude of the slip angle β of the vehicle The vehicle control device according to claim 1, wherein the vehicle is reduced and corrected.

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