JP2005219580A - Vehicular behavior control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular behavior control device capable of enhancing the vehicular stability by suppressing the change in the vehicular behavior when starting the acceleration or deceleration of a vehicle during the turn. <P>SOLUTION: The behavior control device 1 comprises a regenerative braking device to individually add the regenerative braking force to each of a plurality of wheels provided on a vehicle V, a transverse acceleration sensor 25 to detect the turning state of the vehicle V, and a motor ECU 20 to control the regenerative braking device so as to start addition of the regenerative braking force to a turning inner wheel after starting addition of the regenerative braking force to a turning outer wheel when decelerating the vehicle when the vehicle V is in a turning state. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle behavior control apparatus.

  When the turning vehicle accelerates, the ground contact load on the rear wheels increases and a yaw moment in the direction opposite to the turning direction is generated. On the other hand, when the turning vehicle decelerates, the ground load on the front wheels increases and a yaw moment in the same direction as the turning direction is generated.

  2. Description of the Related Art Conventionally, there is known a yaw moment control method that suppresses a yaw moment that occurs along with acceleration / deceleration when a vehicle that is turning performs acceleration / deceleration to ensure turning performance and high-speed stability (for example, the following patent documents) 1).

In the yaw moment control method described in Patent Document 1, the driving force generated on one of the left and right wheels and the braking force generated on the other are set based on the longitudinal acceleration and lateral acceleration of the vehicle, and the vehicle accelerates while turning. In this case, a braking force is generated on the inner turning wheel and a driving force is generated on the outer turning wheel to cancel the yaw moment in the direction opposite to the turning direction, thereby improving the turning performance. On the other hand, when the vehicle decelerates during turning, a driving force is generated in the turning inner wheel and a braking force is generated in the turning outer wheel to cancel the yaw moment in the same direction as the turning direction, thereby improving the high-speed stability performance.
JP-A-9-86203 (page 2-5, FIG. 1)

  The above method improves the turning performance and high-speed stability of the vehicle by canceling the yaw moment generated when the turning vehicle accelerates or decelerates. When the turning vehicle starts acceleration / deceleration It is not possible to suppress the change in vehicle behavior during the transition.

  The present invention has been made to solve the above-described problems, and suppresses a change in vehicle behavior when a turning vehicle starts accelerating or decelerating and can improve the vehicle stability. An object is to provide a control device.

  A vehicle behavior control apparatus according to the present invention includes a braking unit that individually applies a braking force to each of a plurality of wheels provided in a vehicle, a traveling state detection unit that detects a traveling state of the vehicle, and a traveling state detection unit. When the vehicle is decelerated when the detected traveling state of the vehicle is a turning state, braking is applied so that the braking force is applied to the inner turning wheel after the braking force is applied to the outer turning wheel. And braking force control means for controlling the means.

  According to the vehicle behavior control apparatus of the present invention, when the vehicle that is turning is decelerated, the braking is started first from the turning outer wheel, so that a yaw moment in the direction opposite to the turning direction is generated. Since this yaw moment cancels out the yaw moment in the same direction as the turning direction generated when the vehicle is decelerated, a change in the vehicle behavior at the start of deceleration can be suppressed.

  According to the vehicle behavior control apparatus of the present invention, when the braking force control unit decelerates the vehicle when the traveling state of the vehicle detected by the traveling state detection unit is a turning state, the braking force is applied to the front wheels. It is preferable to control the braking means so that the application of the braking force to the rear wheels is started after the vehicle is started.

  When the vehicle that is turning is decelerated, the load moves forward of the vehicle and the ground contact load of the rear wheels decreases. Therefore, when braking force is applied to the rear wheel during turning, the lateral force of the rear wheel decreases and the vehicle tends to spin. According to the vehicle behavior control apparatus of the present invention, when the vehicle that is turning is decelerated, braking of the rear wheels is started after braking of the front wheels is started. Therefore, it is possible to suppress a decrease in the rear wheel lateral force at the start of deceleration.

  A vehicle behavior control apparatus according to the present invention includes a driving unit that individually applies a driving force to each of a plurality of wheels provided in a vehicle, a traveling state detection unit that detects a traveling state of the vehicle, and a traveling state detection unit. When accelerating the vehicle when the detected traveling state of the vehicle is a turning state, the driving is applied so that the driving force is applied to the inner turning wheel after the driving force is applied to the outer turning wheel. And a driving force control means for controlling the means.

  According to the vehicle behavior control apparatus of the present invention, when a turning vehicle is accelerated, a yaw moment in the same direction as the turning direction is generated by starting to apply driving force from the turning outer wheel first. Since this yaw moment cancels out the yaw moment in the direction opposite to the turning direction generated by the acceleration of the vehicle, a change in vehicle behavior at the start of acceleration can be suppressed.

  In the vehicle behavior control apparatus according to the present invention, when the driving force control means accelerates the vehicle when the driving state of the vehicle detected by the driving state detection means is a turning state, the driving force is applied to the front wheels. It is preferable to control the driving means so that the application of the driving force to the rear wheels is started after the start of.

  When the turning vehicle is accelerated, the load moves rearward and the ground contact load of the rear wheel increases. Therefore, if a driving force is applied to the rear wheels during turning, the vehicle tends to drift out. According to the vehicle behavior control apparatus of the present invention, when the turning vehicle is accelerated, the application of the driving force to the rear wheels is started after the application of the driving force to the front wheels is started. Therefore, the drift-out tendency of the vehicle at the start of acceleration can be suppressed.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to suppress a vehicle behavior change when the vehicle in turning starts acceleration or deceleration, and to improve vehicle stability.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the figure, the same reference numerals are used for the same or corresponding parts.

  First, the configuration of the vehicle behavior control apparatus 1 according to the embodiment will be described with reference to FIGS. 1 and 2. FIG. 1 is a diagram showing a main configuration of a vehicle V equipped with a vehicle behavior control device 1. FIG. 2 is a diagram illustrating a brake system of the vehicle V. In this specification, the forward direction when the vehicle is moving forward is defined as “front”, and terms such as “front”, “rear”, “left”, and “right” are used.

  Wheels 10FR, 10FL, 10RR, and 10RL are attached to the vehicle V. Here, the wheel 10FR indicates the right front wheel, the wheel 10FL indicates the left front wheel, the wheel 10RR indicates the right rear wheel, and the wheel 10RL indicates the left rear wheel.

  Wheel speed sensors 12FR, 12FL, 12RR, and 12RL that detect the rotational speed of the wheels are attached to the wheels 10FR, 10FL, 10RR, and 10RL. Each wheel speed sensor 12FR to 12RL is connected to an electronic control unit (hereinafter referred to as “motor ECU”) 20 which will be described later.

  As shown in FIG. 2, a brake disk 3 is attached to each wheel 10FR, 10FL, 10RR, 10RL. A brake caliper 6 incorporating a brake pad 4 and a wheel cylinder 5 is attached to each brake disk 3. Each wheel cylinder 5 is connected to a brake actuator 8 via a brake pipe 7.

  The brake actuator 8 has a hydraulic pump, an electromagnetic valve, and the like. At the time of brake braking, the brake oil in the master cylinder 9 is sent to the wheel cylinder 5 through the brake pipe 7 by the hydraulic pump of the brake actuator 8, thereby increasing the hydraulic pressure in the wheel cylinder 5 and causing the wheels 10 FR to 10 RL to move. Brake. Specifically, by increasing the hydraulic pressure in the wheel cylinder 5, the brake pad 4 is pressed against the brake disc 3, and the wheels 10FR to 10RL connected to the brake disc 3 are braked by the frictional force.

  The brake actuator 8 individually adjusts the braking force of each wheel 10FR to 10RL by adjusting the hydraulic pressure in the wheel cylinder 5 by opening and closing the electromagnetic valve. The brake system used in this embodiment is a disc brake system, but may be a drum brake system or the like.

  The brake actuator 8 is connected to an electronic control device (hereinafter referred to as a brake ECU) 18 that controls the braking force acting on the wheels 10FR to 10RL, and a hydraulic pump, an electromagnetic valve, and the like that the brake actuator 8 has are driven by the brake ECU 18. Is done.

  Returning to FIG. 1, the description will be continued. Electric motors 11FR, 11FL, 11RR, 11RL are incorporated inside the wheels 10FR, 10FL, 10RR, 10RL. That is, each of the electric motors 11FR to 11RL is an in-wheel motor, and drives each of the wheels 10FR to 10RL independently. That is, these electric motors 11FR to 11RL function as drive means. In addition, the electric motor may not be an in-wheel motor as long as it is attached so that each wheel can be driven independently. For example, an electric motor may be attached to the vehicle body side, and the electric motor and wheels may be coupled by a drive shaft or the like.

  Electric motors 11FR, 11FL, 11RR, and 11RL are AC synchronous motors and are driven by AC power output from inverter 13. Further, the electric motors 11FR to 11RL can also generate power (regenerative power generation) by using the rotation of the wheels 10FR, 10FL, 10RR, 10RL. At this time, the kinetic energy of the wheels 10FR to 10RL is converted into electric energy, and a braking force based on regenerative power generation is applied to the wheels 10FR to 10RL. The amount of regenerative power generation is adjusted by the motor ECU 20 based on the driver's required braking force, the state of charge of the high voltage battery 14, and the like.

  As described above, the vehicle V applies the regenerative braking force applied to the wheels 10FR to 10RL to the wheels 10FR to 10RL by the regenerative braking of the electric motors 11FR to 11RL and the wheels 10FR to 10RL by pressing the brake pads 4 against the brake disc 3. It is equipped with a friction braking device that applies friction braking force. These regenerative braking devices and friction braking devices function as braking means. The braking force is applied when the frictional braking force is applied or when the regenerative braking force is applied, or when the current supply to the electric motors 11FR to 11RL is stopped. This includes the case where force is applied in the direction of braking the wheels 10FR to 10RL by frictional resistance.

  Further, the motor ECU 20 that controls the regenerative braking device and the brake ECU 18 that controls the friction braking device function as braking force control means. The motor ECU 20 and the brake ECU 18 are connected by a communication line 19. When the motor ECU 20 and the brake ECU 18 exchange data with each other via the communication line 19, cooperative control between the regenerative braking device and the friction braking device is performed.

  The inverter 13 converts electric power stored in the high voltage battery 14 from direct current to three-phase alternating current based on a control signal from the motor ECU 20 and supplies it to the electric motors 11FR, 11FL, 11RR, 11RL. Further, the inverter 13 converts the electric power regenerated by the electric motors 11FR to 11RL from AC to DC and stores it in the high voltage battery 14.

  The inverter 13 includes current sensors 15FR, 15FL, 15RR, and 15RL that detect phase currents flowing through the three-phase lines 16FR, 16FL, 16RR, and 16RL that connect the electric motors 11FR, 11FL, 11RR, and 11RL to the inverter 13. ing. The actual current values Ifr, Ifl, Irr and Irl supplied to the electric motors 11FR to 1RL are obtained from the phase current values detected by the current sensors 15FR to 15RL.

  The steering 21 is provided with a steering angle sensor 22 composed of a rotary encoder or the like. The steering angle sensor 22 outputs a signal corresponding to the direction and magnitude of the steering angle input by the driver. A signal output from the steering angle sensor 22 is input to the motor ECU 20.

  In addition to the wheel speed sensors 12FR, 12FL, 12RR, 12RL and the steering angle sensor 22, the motor ECU 20 includes an accelerator opening sensor 23 that detects the opening of the accelerator pedal, a yaw rate sensor 24 that detects the yaw rate of the vehicle, A lateral acceleration sensor 25 for detecting lateral acceleration, a longitudinal acceleration sensor 26 for detecting longitudinal acceleration of the vehicle V, a brake switch 27 for detecting an operation state of a brake pedal, and the like are connected.

  The motor ECU 20 sets the target output of each of the electric motors 11FR to 11RL based on the input signal from each of the sensors, and the switching control signal to the inverter 13 so that the set motor output is output from the electric motors 11FR to 11RL. Is output. That is, the motor ECU 20 also functions as driving force control means. The motor ECU 20 includes a microprocessor for performing calculations, a ROM for storing a program for causing the microprocessor to execute each process, a RAM for storing various data such as calculation results, and a 12V battery (not shown). Is configured to have a backup RAM or the like that holds the data.

  Next, the operation of the behavior control apparatus 1 will be described with reference to FIG. FIG. 3 is a flowchart showing a processing procedure of behavior control of the vehicle V by the behavior control device 1. This process is repeatedly executed every predetermined time.

  In step S100, the lateral acceleration of the vehicle V detected by the lateral acceleration sensor 25 is read.

  In the subsequent step S102, it is determined whether or not the vehicle V is turning based on the lateral acceleration value read in step S100. In the present embodiment, the lateral acceleration sensor 25 functions as a running state detection unit. Here, if the lateral acceleration is equal to or greater than a predetermined value, it is determined that the vehicle V is turning, and the process proceeds to step S104. On the other hand, if the lateral acceleration is less than the predetermined value, it is determined that the vehicle V is not turning, and the process temporarily exits. Note that the yaw rate of the vehicle V or the steering angle of the steering wheel 21 may be used for determining whether or not the vehicle V is turning in place of or in addition to the lateral acceleration of the vehicle V.

  In step S104, the accelerator pedal opening detected by the accelerator opening sensor 23 is read.

  In the subsequent step S106, the absolute value of the change speed of the accelerator pedal opening read in step S104 (hereinafter referred to as “change speed | dAcc / dt |”) is equal to or greater than a predetermined value TH1, and the previous value of the accelerator pedal opening. A determination is made as to whether or not the absolute value of the deviation between the read value and the current read value (hereinafter referred to as “deviation | ΔAcc |”) is equal to or greater than a predetermined value TH2. If the change speed | dAcc / dt | is equal to or greater than the predetermined value TH1 and the deviation | ΔAcc | is equal to or greater than the predetermined value TH2, the process proceeds to step S108. On the other hand, if the change speed | dAcc / dt | is less than the predetermined value TH1 or the deviation | ΔAcc | is less than the predetermined value TH2, the process is temporarily exited. Note that the branch determination in this step may be performed based on any one of the change rate | dAcc / dt | and the deviation | ΔAcc | of the accelerator pedal opening.

  In step S108, it is determined whether or not deceleration of the vehicle V is requested, that is, whether or not the operation direction of the accelerator pedal is a direction in which the depression is released. Here, if deceleration of the vehicle V is requested, the process proceeds to step S110. On the other hand, when the acceleration of the vehicle V is requested, that is, when the operation is performed in the direction in which the accelerator pedal is depressed, the process proceeds to step S114.

  When it is determined that deceleration of the vehicle V is requested, in step S110, a delay time from the start of regenerative braking of the outer turning wheel to the start of regenerative braking of the inner turning wheel (hereinafter referred to as "braking delay time"). ) And an inclination for increasing the regenerative braking force (hereinafter referred to as “braking force increasing gradient”). In addition, when it is judged that deceleration of the vehicle V is requested | required, the case where some depression of an accelerator pedal is released during acceleration and acceleration is eased, ie, the case where driving force is reduced is included. In this case, the addition of braking force and the reduction of driving force are considered equivalent.

  Here, how to obtain the braking delay time and the braking force increase gradient will be described. The ROM of the motor ECU 20 stores a map (braking delay time map) that defines the relationship between the lateral acceleration of the vehicle V and the braking delay time, and the braking delay time map is searched based on the lateral acceleration of the vehicle V. Thus, the braking delay time is obtained.

  As shown in FIG. 4, in the braking delay time map, the braking delay time is set to zero in the region where the lateral acceleration is equal to or less than the predetermined value G1, and the lateral acceleration is within the range of the predetermined value G1 to G2. The braking delay time is set so as to increase from zero to t1 with the increase. Further, the braking delay time is set to be fixed at t1 in the region where the lateral acceleration is larger than G2.

  The ROM of the motor ECU 20 stores a map (braking force increase gradient map) that defines the relationship between the lateral acceleration of the vehicle V and the braking force increase gradient, and this braking force is determined based on the lateral acceleration of the vehicle V. The braking force increasing gradient is obtained by searching the increasing gradient map.

  As shown in FIG. 5, in the braking force increase gradient map, the braking force increase gradient is set to the predetermined value A2 in the region where the lateral acceleration is equal to or less than the predetermined value G3, and the lateral acceleration is within the range of the predetermined values G3 to G4. The braking force increasing gradient is set so as to decrease from the predetermined value A2 to the predetermined value A1 as the lateral acceleration increases. Further, the braking force increasing gradient is set to be fixed at a predetermined value A1 in a region where the lateral acceleration is larger than G4.

  The braking force increase gradient may be set to a different value between the turning outer wheel and the turning inner wheel. In this case, two braking force increase gradient maps for the outer turning wheel and the inner turning wheel are stored in the ROM of the motor ECU 20. Further, the braking force increase gradient map for the turning inner wheel is set so that the gradient is gentler than that for the turning outer wheel.

  Next, in step S112, regenerative braking force is applied to the turning outer wheel and the turning inner wheel based on the braking delay time and the braking force increase gradient set in step S110. For example, as shown in FIG. 6 (a), when the accelerator pedal is released, as shown in FIG. 6 (c), first, the application of the regenerative braking force to the turning outer wheel is started. The regenerative braking force applied to the outer turning wheel is increased with a gradient, that is, a braking force increasing gradient. After the application of the regenerative braking force to the turning outer wheel is started, the addition of the braking force to the turning inner wheel is started after the braking delay time has elapsed. Then, the regenerative braking force applied to the turning inner wheel is increased according to the braking force increase gradient.

  In the behavior control device 1, when the vehicle V is decelerated while the vehicle V is turning, the application of the regenerative braking force to the rear wheels 10RR and 10RL is started after the application of the regenerative braking force to the front wheels 10FR and 10FL is started. It can also be controlled. In this case, after the regenerative braking of the front wheels 10FR and 10FL is started, the delay time until the regenerative braking of the rear wheels 10RR and 10RL is started (hereinafter referred to as “front / rear braking delay time”) and the regenerative braking force are increased. (Hereinafter referred to as “front / rear braking force increase gradient”) is set, and regenerative braking force is applied to the front wheels 10FR, 10FL and rear wheels 10RR, 10RL based on the set front / rear braking delay time and front / rear braking force increase gradient. Is called.

  When the depression of the accelerator pedal is released during turning of the vehicle, the application of the regenerative braking force is first started to the front wheels 10FR, 10FL, and the regenerative force added to the front wheels 10FR, 10FL with a constant gradient, that is, a front-rear braking force increasing gradient. The braking force is increased. After the application of the regenerative braking force to the front wheels 10FR, 10FL is started, the application of the braking force to the rear wheels 10RR, 10RL is started after the elapse of the front-rear braking delay time. Then, the regenerative braking force applied to the rear wheels 10RR and 10RL is increased in accordance with the front / rear braking force increasing gradient.

  Note that the method for obtaining the front / rear braking delay time and the front / rear braking force increase gradient is the same as or similar to the method for obtaining the braking delay time and the braking force increase gradient described above, and thus the description thereof is omitted here.

  Further, in the behavior control device 1, when the vehicle V is decelerated during the turning of the vehicle V, the friction is controlled so that the application of the friction braking force to the turning inner wheel is started after the application of the friction braking force to the turning outer wheel is started. The braking means can also be controlled. In this case, a delay time (hereinafter referred to as “friction braking delay time”) until the friction braking of the inner turning wheel is started after the friction braking of the outer turning wheel is started and a slope (hereinafter referred to as “friction control”) for increasing the friction braking force. A power increase gradient ”is set, and the friction braking force is applied to the turning outer wheel and the turning inner wheel based on the set friction braking delay time and the friction braking force increasing gradient.

  For example, as shown in FIG. 6 (b), when the brake pedal is depressed during turning of the vehicle, as shown in FIG. 6 (c), the application of friction braking force to the turning outer wheel is started first. The friction braking force applied to the turning outer wheel is increased with a constant gradient, that is, a friction braking force increasing gradient. After the application of the friction braking force to the turning outer wheel is started, the addition of the friction braking force to the turning inner wheel is started after the friction braking delay time has elapsed. Then, the friction braking force applied to the turning inner wheel is increased according to the friction braking force increasing gradient.

  The method for obtaining the friction braking delay time and the friction braking force increasing gradient is the same as or similar to the method for obtaining the braking delay time and the braking force increasing gradient described above, and thus the description thereof is omitted here.

  On the other hand, when it is determined in step S108 that acceleration of the vehicle V is requested, in step S114, the driving force is applied to the turning inner wheel until the driving force is applied to the turning inner wheel. Delay time (hereinafter referred to as “driving delay time”) and an inclination (hereinafter referred to as “driving force increase gradient”) for increasing the driving force output from the electric motors 11FR to 11RL are set. Note that when it is determined that acceleration of the vehicle V is required, a case where the brake pedal is partially released during deceleration to mitigate deceleration, that is, a case where the braking force is reduced is included. In this case, the addition of the driving force and the reduction of the braking force are regarded as equivalent.

  Here, how to obtain the drive delay time and the drive force increase gradient will be described. The ROM of the motor ECU 20 stores a map (drive delay time map) that defines the relationship between the lateral acceleration of the vehicle V and the drive delay time, and the drive delay time map is searched based on the lateral acceleration of the vehicle V. As a result, the drive delay time is obtained.

  In the drive delay time map, the drive delay time is set to zero in the region where the lateral acceleration is equal to or less than the predetermined value G5, and the drive delay time is increased as the lateral acceleration increases when the lateral acceleration is within the predetermined value G5 to G6. It is set to increase from zero to t2. In the region where the lateral acceleration is larger than G6, the drive delay time is set to be fixed at t2.

  The ROM of the motor ECU 20 stores a map (driving force increasing gradient map) that defines the relationship between the lateral acceleration of the vehicle V and the driving force increasing gradient, and this driving force based on the lateral acceleration of the vehicle V. The driving force increasing gradient is obtained by searching the increasing gradient map.

  In the driving force increase gradient map, the driving force increase gradient is set to a predetermined value A4 in the region where the lateral acceleration is equal to or less than the predetermined value G7, and the lateral acceleration increases with increasing lateral acceleration when the lateral acceleration is in the range of the predetermined values G7 to G8. The driving force increasing gradient is set to decrease from the predetermined value A4 to the predetermined value A3. In addition, the braking force increasing gradient is set to a predetermined value A3 in a region where the lateral acceleration is larger than G8.

  The driving force increase gradient may be set to a different value between the turning outer wheel and the turning inner wheel. In this case, the ROM of the motor ECU 20 stores two driving force increase gradient maps for the outer turning wheel and the inner turning wheel. Further, the driving force increase gradient map for the turning inner wheel is set so that the gradient is gentler than that for the turning outer wheel.

  Next, in step S116, driving force is added to the turning outer wheel and the turning inner wheel based on the driving delay time and the driving force increase gradient set in step S114. When the accelerator pedal is depressed, the application of driving force to the turning outer wheel is started first, and the driving force applied to the turning outer wheel is increased with a constant gradient, that is, a driving force increasing gradient. After application of driving force to the turning outer wheel is started, application of driving force to the turning inner wheel is started after the drive delay time has elapsed. Then, the driving force applied to the turning inner wheel is increased according to the driving force increasing gradient.

  In the behavior control device 1, when the vehicle V is accelerated while the vehicle is turning, regenerative braking is performed so that the driving force is applied to the rear wheels 10 RR and 10 RL after the driving force is applied to the front wheels 10 FR and 10 FL. The apparatus can also control the electric motors 11FR to 11RL. In this case, a delay time (hereinafter referred to as “front-rear acceleration delay time”) from when the driving force is applied to the front wheels 10FR, 10FL to when the driving force is applied to the rear wheels 10RR, 10RL, and a slope that increases the driving force. (Hereinafter referred to as “front-rear driving force increase gradient”) is set, and driving force is applied to the front wheels 10FR, 10FL and the rear wheels 10RR, 10RL based on the set front-rear driving delay time and front-rear driving force increase gradient. Done.

  When the accelerator pedal is depressed while the vehicle is turning, the driving force is first applied to the front wheels 10FR and 10FL, and the driving force applied to the front wheels 10FR and 10FL is increased with a constant gradient, that is, a longitudinal driving force increasing gradient. Is done. After the driving force is applied to the front wheels 10FR and 10FL, the driving force is applied to the rear wheels 10RR and 10RL after the front and rear driving delay time elapses. Then, the driving force applied to the rear wheels 10RR and 10RL is increased according to the longitudinal driving force increasing gradient.

  Note that the setting method of the front / rear driving delay time and the front / rear driving force increase gradient is the same as or similar to the setting method of the driving delay time and the driving force increase gradient described above, and thus the description thereof is omitted here.

  According to the present embodiment, when the vehicle V that is turning is decelerated, the regenerative braking or friction braking is started first from the turning outer wheel, so that a yaw moment in the direction opposite to the turning direction is generated in the vehicle V. Since this yaw moment cancels out the yaw moment in the same direction as the turning direction caused by the deceleration of the vehicle V, a change in vehicle behavior at the start of deceleration can be suppressed, and the vehicle stability can be improved.

  Further, when the vehicle V that is turning is decelerated, the regenerative braking or friction braking of the rear wheels 10RR and 10RL is started after the regenerative braking or friction braking of the front wheels 10FR and 10FL is started. Therefore, it is possible to suppress a decrease in the rear wheel lateral force at the start of deceleration, and it is possible to suppress the vehicle V from having a spin tendency.

  Further, according to the present embodiment, when the vehicle V that is turning is accelerated, the yaw moment in the same direction as the turning direction is generated in the vehicle V by starting to apply the driving force first from the outer turning wheel. Since this yaw moment cancels out the yaw moment in the direction opposite to the turning direction caused by the acceleration of the vehicle V, a change in vehicle behavior at the start of acceleration can be suppressed, and the vehicle stability can be improved.

  Further, when the turning vehicle V is accelerated, application of driving force to the rear wheels 10RR and 10RL is started after application of driving force to the front wheels 10FR and 10FL is started. Therefore, it becomes possible to suppress that the vehicle V at the time of starting acceleration has a drift-out tendency.

  As mentioned above, although embodiment of this invention was described in detail, this invention is not limited to the said embodiment, A various deformation | transformation is possible. For example, in this embodiment, the motor ECU 20 that controls the regenerative braking device and the brake ECU 18 that controls the friction braking device are used. However, the regenerative braking device and the friction braking device may be controlled by a single ECU.

1 is a diagram illustrating a main configuration of a vehicle equipped with a vehicle behavior control device according to an embodiment. 1 is a diagram showing a vehicle brake system equipped with a vehicle behavior control device according to an embodiment. It is a flowchart which shows the process sequence of the behavior control by the vehicle behavior control apparatus which concerns on embodiment. It is a figure which shows an example of a braking delay time map. It is a figure which shows an example of a braking force increase gradient map. It is a timing chart which shows the state change of (a) accelerator opening, (b) brake switch, (c) drive / braking torque.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Behavior control apparatus, 3 ... Brake disc, 4 ... Brake pad, 5 ... Wheel cylinder, 6 ... Brake caliper, 7 ... Brake piping, 8 ... Brake actuator, 9 ... Master cylinder, 10FR, 10FL, 10RR, 10RL ... Wheel , 11FR, 11FL, 11RR, 11RL ... electric motor, 12FR, 12FL, 12RR, 12RL ... wheel speed sensor, 13 ... inverter, 14 ... high voltage battery, 15FR, 15FL, 15RR, 15RL ... current sensor, 18 ... brake ECU, DESCRIPTION OF SYMBOLS 20 ... Motor ECU, 21 ... Steering, 22 ... Steering angle sensor, 23 ... Accelerator opening sensor, 24 ... Yaw rate sensor, 25 ... Lateral acceleration sensor, 26 ... Longitudinal acceleration sensor, V ... Vehicle.

Claims (4)

Braking means for individually adding braking force to each of a plurality of wheels provided in the vehicle;
Traveling state detecting means for detecting the traveling state of the vehicle;
When the vehicle is decelerated when the traveling state of the vehicle detected by the traveling state detecting means is a turning state, the braking force is applied to the turning inner wheel after the braking force is applied to the turning outer wheel. A vehicle behavior control device comprising: braking force control means for controlling the braking means so that addition is started.   When the vehicle is decelerated when the running state of the vehicle detected by the running state detecting unit is a turning state, the braking force control unit is configured to apply a braking force to the front wheel after the rear wheel is started. The vehicle behavior control device according to claim 1, wherein the braking means is controlled so that application of a braking force to the vehicle is started. Driving means for individually adding driving force to each of the plurality of wheels provided in the vehicle;
Traveling state detecting means for detecting the traveling state of the vehicle;
When accelerating the vehicle when the vehicle running state detected by the running state detecting means is turning, the driving force applied to the turning inner wheel is started after application of driving force to the turning outer wheel is started. And a driving force control means for controlling the driving means so that the addition is started.   The driving force control means, when accelerating the vehicle when the traveling state of the vehicle detected by the traveling state detection means is a turning state, the rear wheel after the start of application of the driving force to the front wheel 4. The vehicle behavior control device according to claim 3, wherein the driving means is controlled so that application of driving force to the vehicle is started.

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