JP2006001416A - Inner wheel idling prevention control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an inner wheel idling prevention control device for a vehicle capable of preventing a turning inner wheel idling without generating transient response or vibration or the like accompanied by a feedback control. <P>SOLUTION: The inner wheel idling prevention control device for the vehicle is equipped with a brake actuator 6 which varies a brake hydraulic pressure of each wheel independently with a brake pedal operation, and a front wheel steering actuator 5 which varies a steering gear ratio. The inner wheel idling prevention control device is provided with an inner wheel idling determination means predicting whether the inner wheel runs idle or not, and an inner wheel idling prevention control means which outputs a brake hydraulic pressure command value increasing the brake pressure of each wheel for the brake actuator 7 when it is determined that the inner wheel runs idle, and outputs a gear ratio varying command value increasing the steering gear ratio for the front wheel steering actuator 5. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention belongs to the technical field of an inner-wheel idling prevention control device for a vehicle that prevents idling of an inner ring during turning by variable gear ratio control and brake control.

Conventionally, a vehicle inner-wheel idling prevention control device detects vehicle behavior such as lateral acceleration, roll speed, and yaw rate by a plurality of sensors, and calculates a steering gear ratio based on a roll angle estimated value calculated according to these vehicle behaviors. By changing, the roll behavior is stabilized (see, for example, Patent Document 1).
JP 2001-213345 A

  However, in the above prior art, since the feedback control that varies the steering gear ratio according to the detected vehicle behavior, there is a problem that transient response and vibration accompanying the feedback control lead to a steering delay in the steering control. there were.

  The present invention has been made paying attention to the above-mentioned problems, and the object of the present invention is to provide a vehicle inner ring idling that can prevent inner ring idling without generating a transient response or vibration associated with feedback control. It is to provide a prevention control device.

In order to achieve the above object, in the present invention,
A brake actuator that varies the brake pressure of each wheel independently of the operation of the brake pedal;
A variable gear ratio actuator that varies a steering gear ratio that is a ratio of a steering angle to a steered wheel turning angle;
In the vehicle inner ring anti-skid control device with
Inner ring idling judgment means for predicting whether the inner ring idling,
When it is determined that the inner wheel is idle, a brake pressure command value for increasing the brake pressure of each wheel is output to the brake actuator,
An inner wheel idling prevention control means for outputting a gear ratio variable command value for increasing a steering gear ratio to the variable gear ratio actuator;
Is provided.
Here, the “inner wheel” refers to front and rear wheels that are in the turning direction while the vehicle is turning.

  In the present invention, when the inner wheel idling is predicted, the brake pressure of each wheel is increased from the initial state of the vehicle behavior by feedforward control, and at the same time, the steering response is slowed, so that the peak value of the lateral acceleration is obtained. Can be suppressed. Therefore, it is possible to prevent the inner ring from slipping without generating a transient response or vibration associated with the feedback control of the vehicle behavior.

  Hereinafter, the best mode for carrying out the present invention will be described based on the first embodiment.

First, the configuration will be described.
FIG. 1 is an overall system diagram of the vehicle inner ring idling prevention control device according to the first embodiment.
A driver shaft angle sensor 1 and a front wheel steering actuator (variable gear ratio actuator) 5 are connected to a column shaft 13 that connects a steering wheel 10 and a front wheel steering mechanism 12 that steers left and right front wheels (steering wheels) 11a and 11b. Is provided.

  The front wheel steering actuator 5 is constituted by, for example, a motor and a speed reducer, and the output shaft of the motor is connected to the column shaft 13 via the speed reducer. The front-wheel steering actuator 5 decelerates the rotation input via the column shaft 13 by the variable gear ratio according to the steering angle command value from the front-wheel steering controller 4 and outputs the reduced speed to the steering gear of the front-wheel steering mechanism 12. Thus, the steering gear ratio, which is the ratio of the steering angle to the turning angle of the left and right front wheels 11a, 11b, is variably controlled.

  The front wheel steering controller 4 calculates a steering angle command value that eliminates the deviation between the target front wheel steering angle generated by the steering control controller 3 and the actual front wheel steering angle value, and uses the calculated steering angle command value as the front wheel steering actuator. 5 is output.

  The steering controller 3 determines the target steering angle according to the driver steering angle detected by the driver steering angle sensor 1, the vehicle body speed detected by the vehicle speed sensor 2, and the brake fluid pressure command value from the brake controller 6. A front wheel steering angle is generated and output to the front wheel steering controller 4.

  The wheel speed sensors 15 a to 15 d detect the wheel speed and output it to the brake controller 6. The yaw rate sensor 17 detects the yaw rate of the vehicle using a piezoelectric yaw rate sensor or the like and outputs it to the brake controller 6. The acceleration sensor 18 detects a longitudinal acceleration and a lateral acceleration using a Hall effect acceleration sensor or the like, and outputs them to the brake controller 6.

  The brake controller 6 includes a driver steering angle detected by the driver steering angle sensor 1, a vehicle body speed detected by the vehicle speed sensor 2, wheel speeds detected by the wheel speed sensors 15a to 15d, and a yaw rate sensor. In accordance with the vehicle yaw rate detected by the vehicle 17, the vehicle acceleration detected by the acceleration sensor 18, and the control switching flag from the steering controller 3, the brake actuator 7 calculates the brake fluid pressure command value for each wheel. To do.

  The brake actuator 7 adjusts the brake fluid pressure of the brake devices 16a to 16d provided on each wheel in accordance with the brake fluid pressure command value of each wheel output from the brake controller 6, and the brake pressure of each wheel is adjusted. Change.

  The brake controller 6 performs vehicle behavior stabilization control having an automatic brake control function. However, in the present invention, it is only necessary to have an automatic brake control function for controlling the brake pressure of each wheel independently of the operation of the brake pedal, and the control law is not limited to vehicle behavior stabilization control but also to collision mitigation brake control and the like. Good.

FIG. 2 is a control block diagram of the steering control controller 3.
The steering steering controller 3 includes a target value generation unit 31, a target output value generation unit 32, and an inner wheel idling determination unit 33.

The target value generation unit 31 generates a target yaw rate based on the driver steering angle, the vehicle body speed, and the brake fluid pressure command value, and outputs the target yaw rate to the target output value generation unit 32. The target output value generation unit 32 generates a target front wheel steering angle based on the target yaw rate and outputs the target front wheel steering angle to the front wheel steering controller 4. The inner wheel idling determination unit 33 determines the possibility of idling of the inner wheel based on the driver steering angle and the vehicle body speed, and outputs a turning acceleration change rate estimated value and a control switching flag to the target value generation unit 31.
Here, the inner wheels are front and rear wheels that are turned in the turning direction while the vehicle is turning.

FIG. 3 is a control block diagram of the target value generation unit 31.
The target value generation unit 31 includes a vehicle model calculation unit 311 and a target value calculation unit 312. The vehicle model calculation unit 311 calculates vehicle parameters using a two-wheel model from the driver steering angle and the vehicle body speed, and outputs the vehicle parameters to the target value calculation unit 312.

  The target value calculation unit 312 receives the vehicle parameters from the vehicle model calculation unit 311, the estimated turning acceleration change rate and control switching flag from the inner wheel idling determination unit 33, and the brake fluid pressure command value from the brake control controller 6. Based on this, the target yaw rate is calculated.

FIG. 4 is a control block diagram of the target value calculation unit 312.
The target value calculation unit 312 includes a target yaw angular acceleration calculation unit 312a, an idling prevention correction unit 312b, a control switching unit 312c, and a target yaw rate calculation unit 312d.

  The target yaw angular acceleration calculation unit 312a calculates the target yaw angular acceleration from the vehicle parameters. The idling prevention correction unit 312b corrects the target yaw angular acceleration based on the target yaw angular acceleration and the estimated value of the turning acceleration change rate.

  When the value of the control switching flag is zero, the control switching unit 312c outputs the target yaw angular acceleration calculated by the target yaw angular acceleration calculating unit 312a to the target yaw rate calculating unit 312d, and when the value of the control switching flag is 1. The target yaw angular acceleration corrected by the idling prevention correction unit 312b is output to the target yaw rate calculation unit 312d.

  The target yaw rate calculation unit 312d calculates the target yaw rate from the input target yaw angular acceleration and the brake fluid pressure command value, and outputs the target yaw rate to the target output value generation unit 32.

FIG. 5 is a control block diagram of the brake controller 6.
The brake control controller 6 includes a normal brake control unit 61, an anti-skid brake control unit 62, and a control switching unit 63.

  The normal brake control unit 61 calculates a brake fluid pressure command value during normal control based on the driver steering angle, vehicle body speed, wheel speed, yaw rate, and acceleration. The idling prevention brake control unit 62 calculates a brake fluid pressure command value at the idling prevention control based on the driver steering angle, the vehicle body speed, the wheel speed, the yaw rate, and the acceleration.

  When the control switching flag is zero, the control switching unit 63 outputs the brake hydraulic pressure command value during normal control calculated by the normal brake control unit 61 to the brake actuator 7. When the control switching flag is 1, the brake hydraulic pressure command value for the anti-skid control calculated by the anti-skid brake control unit 62 is output to the brake actuator 7.

Next, the operation will be described.
[Vehicle model calculation]
In the steering control controller 3, the vehicle model calculation unit 311 of the target value generation unit 31 obtains vehicle parameters using a two-wheel model from the driver steering angle and the vehicle body speed as described below.

である。 In general, assuming a two-wheel model, the yaw angular acceleration of the vehicle can be expressed by the following equation (1).
ψ ″ = a ₁₁ ψ ′ + a ₁₂ V _y + b _f1 θ (1)
Further, the lateral acceleration of the vehicle can be expressed by the following equation (2).
V _y ′ = a ₂₁ ψ ′ + a ₂₂ V _y + b _f2 θ (2)
here,

It is.

When the transfer function of the yaw rate for front wheel steering is obtained from the equations of motion of equations (1) and (2), the following equation (4) is obtained.

The yaw rate transfer function is expressed by the following equation (5) using vehicle parameters.

であるため、式(3)とから、車両パラメータ

が求められる。 here,

Therefore, from equation (3), the vehicle parameters

Is required.

[Target value generation]
Then, the target value calculation unit 312 of the target value generating unit 31, the vehicle speed V, the vehicle parameters and the target value parameter and the brake fluid pressure command values P _FL, the P _FR, P _RL, P _RR and control switching flag F _c The target yaw rate ψ ′ ^* is obtained.

The target yaw angular acceleration is represented by the following equation (7) from equation (5).
ψ " ^* = − 2ζ _{ψ ′ *} (V) ω _{ψ ′ *} (V) ψ ′ ^* (s) + ω _{ψ ′ *} (V) ² T _{ψ ′ *} (V) θ (s)
+ 1 / s × ω _{ψ '*} (V) ² (g _{ψ' *} (V) θ (s) −φ ' ^* (s))… (7)

ただし、yrate_gain_map、yrate_omegn_map、yrate_zeta_map、yrate_zero_mapはチューニングパラメータである。 Here, the target value parameter is set as shown in the following equation (8).

However, yrate_gain_map, yrate_omegn_map, yrate_zeta_map, and yrate_zero_map are tuning parameters.

When F _c = 0 (normal control) is determined from the target yaw angle acceleration [psi ^"* the target yaw rate [psi ^'* by the following formula (9).
ψ ' ^* (s) = 1 / s x ψ " ^* (s)… (9)

When F _c = 1 (idling prevention control), the target yaw angular acceleration ψ ″ ^* is limited as shown in the following equation (10), and the corrected target yaw angular acceleration is obtained from equation (9). A corrected target yaw rate ψ ′ ^* is obtained.
−L _{ψ ″ *} ≦ ψ ″ ^* (s) ≦ L _{ψ ″ *} (10)
Here, the target yaw angular acceleration limit value L _{ψ ″ *} is a turning acceleration change rate estimated value EG _y ′ when the driver steering angle θ passes a threshold value T _θ (described later) by the driver's return steering. In accordance with (described later), the addition of the limit value L _{ψ ″ * YG} determined by the map shown in FIG. 6 and the brake fluid pressure command values P _FL , P _FR , P _RL , P _RR so as not to cause idling of the inner ring Depending on the value (P _FL + P _FR + P _RL + P _RR ), the coefficient K _{ψ ″ * XG} determined by the map of FIG. 7 and the brake fluid pressure command values P _FL , P _FR , P _RL , P _RR From the coefficient K _{ψ ″ * YR} determined by the map of FIG. 8 in accordance with the absolute value of the wheel hydraulic pressure difference | (P _FL + P _RL ) − (P _FR + P _RR ) | It is determined as follows.
L _{ψ ″ *} = L _{ψ ″ * YG} × K _{ψ ″ * XG} × K _{ψ ″ * YR} (11)

Here, as shown in FIG. 6, the limit value L _{ψ ″ * YG} is set to be smaller as the rate of change EG _y ′ of the turning acceleration estimated value EG _y is higher. Thus, since the target yaw angular acceleration ψ " ^* is limited as the turning acceleration estimated value EG _y is larger, the target yaw rate ψ ' ^* is reduced, and the steering angle command value is output so as to increase the steering gear ratio. .

As shown in FIG. 7, the coefficient K _{ψ ″ * XG} increases as the brake fluid pressure command values P _FL , P _FR , P _RL , P _RR add values (P _FL + P _FR + P _RL + P _RR ) increase. It is set to be small. That is, the added value (P _FL + P _FR + P _RL + P _RR ) of the brake fluid pressure command values P _FL , P _FR , P _RL , P _RR is proportional to the vehicle deceleration G. Therefore, the yaw rate with respect to the front wheel rudder angle increases. Therefore, the target yaw angular acceleration ψ ″ ^* is limited to reduce the target yaw rate ψ ′ ^* , and the actually generated yaw rate is limited to the limit value L _{ψ ″ * YG} . Alternatively, the larger the deceleration G or the front wheel load, the smaller the setting may be.

Further, as shown in FIG. 8, the coefficient K _{ψ ″ * YR} is the absolute value of the hydraulic pressure difference between the left and right wheels of the brake fluid pressure command values P _FL , P _FR , P _RL , P _RR | (P _FL + P _RL ) − (P _FR + P _RR ) | is a value equal to or less than 1 until the predetermined value ΔP _s1 , and becomes smaller as the absolute value becomes smaller, and becomes 1 or more in the range from the predetermined value ΔP _s1 to the predetermined value ΔP _s2 . The value increases in proportion to the magnitude of the absolute value, and is set as a constant value that is within a range where the inner ring does not idle when the value is greater than or equal to a predetermined value ΔP _s2 . Here, the predetermined value ΔP _s1 is set to a hydraulic pressure difference between the left and right wheels that generates a yaw rate opposite to the turning direction, and the predetermined value ΔP _s2 is set to a left and right wheel that maximizes the yaw rate opposite to the turning direction. Set to hydraulic pressure difference.

That is, the absolute value of the left and right wheel hydraulic pressure differences of the brake fluid pressure command values P _FL , P _FR , P _RL , P _RR is a value of 1 or less until the predetermined value ΔP _s1 , and the smaller the absolute value, the smaller the absolute value. When the yaw rate direction is changed by the driver's switchback steering so that the limit value of the target yaw angular acceleration ψ " ^* is reduced and the target yaw rate ψ ' ^* is reduced, the target yaw rate ψ' ^* Can be suppressed.

In addition, when the absolute value of the hydraulic pressure difference between the left and right wheels of the brake fluid pressure command values P _FL , P _FR , P _RL , P _RR is greater than or equal to a predetermined value ΔP _{s1 up} to a predetermined value ΔP _s2 , the brake fluid pressure command value P _FL, among _{P FR, P RL, P RR} , high fluid pressure in the outer side, the hydraulic pressure in the inner ring side is low, the yaw rate of the turning direction opposite occurs, it is difficult to pivot. Therefore, by increasing the limit value of the target yaw angular acceleration ψ ″ ^* , the target yaw rate ψ ′ ^* is increased, the yaw rate in the reverse direction is canceled, and the actually generated yaw rate is reduced to the limit value L _{ψ ″ * YG.} Since it restrict | limits by a grade, the increase amount of a steering gear ratio can be made small, and it can suppress becoming difficult to turn.

In addition, when the absolute value of the hydraulic pressure difference between the left and right wheels of the brake fluid pressure command values P _FL , P _FR , P _RL , P _RR is a predetermined value ΔP _s2 or more, a constant value is set so that the inner ring does not idle. By doing so, the target yaw rate ψ ′ ^* can be prevented from becoming too large even when the absolute value of the hydraulic pressure difference between the left and right wheels of the brake fluid pressure command values P _FL , P _FR , P _RL , P _RR is large.

[Inner wheel idling judgment]
In the inner ring idling determination unit 33, the driver steering angle θ and the vehicle speed V, and determines the inner ring idling possibility to determine the control switching flag F _c.
If F _c = 0 in the previous calculation, first, the turning acceleration estimated value EG _y is obtained by the following equation (12).
EG _y = (V ² × θ) / {(1 + AV ² ) × (L _f + L _r ) × N _f } (12)
Here, A is a stability factor.

When the absolute value of the turning acceleration estimated value EG _y | EG _y | is equal to or greater than a threshold value TG _{y at} which an inner wheel idling may occur when the driver performs back-up steering, the acceleration determination flag F _a is The following equation (13) is set.
F _a = 1 (13)

When | EG _y | is smaller than the threshold value TG _y , the acceleration determination flag _Fa is set as the following equation (14).
F _a = 0 (14)

| EG _y | is smaller than the threshold value TG _y, and, when the time T _a from the acceleration judgment flag F _a is switched from 1 to zero is less than the threshold value T _ta, in switchback driver steering, the inner ring idling It is determined that there is a possibility of the occurrence of the problem, and the inner ring idling determination is continued.

| EG _y | When the time T _a from becoming smaller than the threshold value TG _y becomes greater than the threshold value T _ta, it is determined that the vehicle becomes a stable state, returns to normal control.

Next, the steering angular velocity dθ is expressed by the following equation (15) from the driver steering angle θ.
dθ = (θ _t −θ _t-1 ) / ΔT (15)
Here, ΔT is a control cycle.

Whether the steering angular velocity dθ when the driver steering angle θ passes the threshold T _θ by the driver's switchback steering is the threshold T _dθ is determined as in the following equation (16),
| θ _t | ≦ T _θ and | θ _t-1 |> T _θ (16)
When the steering angular velocity dθ at that time becomes the following equation (17),
dθ ≧ T _dθ (17)
It is determined that there is a possibility of idling of the inner ring, and the control switching flag F _c is set to the following equation (18), and idling prevention control is performed.
F _c = 1 (18)

Here, the threshold value T _θ is determined by the map of FIG. 9 according to the turning acceleration estimated value EG _y and the steering angle position for determining the driver's switchback steering. In order to determine the driver's switchback steering earlier as EG _y is larger, T _θ is set larger.

Further, the threshold T _dθ is determined by the map in FIG. 10 according to the turning acceleration estimated value EG _y , which is a steering angular velocity that may cause idling of the inner ring. As EG _y is larger, T _dθ is set to be smaller in order to prevent idling early even if the driver's switchback steering is late. However, it is determined that the vehicle is in the stable state when the estimated time T _g when the estimated turning acceleration value EG _y is equal to or less than the threshold value TG _{y is} equal to or greater than the threshold value TT _g , and the control switching flag F _c is set. Then, the normal control is restored as the following equation (19).
F _c = 0 (19)

[Target front wheel steering angle calculation]
The target front wheel steering angle θ ^* is calculated from the target yaw rate ψ ′ ^* using the following equation (20).
ψ ″ ^* = a ₁₁ ψ ′ ^* + a ₁₂ V _y + b _f1 θ ^* (20)
Therefore, the target front wheel steering angle θ ^* is expressed by the following equation (21).
θ ^* = (ψ ″ ^{* −} a ₁₁ ψ ′ ^{* −} a ₁₂ V _y ) / b _f1 (21)

[Calculation of brake pressure command value to prevent idling]
The idling prevention brake control unit 62 of the brake controller 6 calculates idling prevention brake fluid pressure command values P _FL , P _FR , P _RL , P _RR .

First, longitudinal acceleration G _x , lateral acceleration G _y , front axis to center of gravity point distance L _f , center of gravity point to rear axis distance L _r , front axis width d _f , rear axis width _dr , front roll axis height h _f and rear Roll axis height h _r and center of gravity height to vehicle roll axis height distance h _s , center of gravity height H _G , front roll rigidity R _f , rear roll rigidity R _r , vehicle weight W, and static wheel loads W _FL0 , W _FR0 , W from _RL0, W _RR0 Prefecture, using equation (22) below, each wheel load estimation value _{W FL, W FR, W RL} , calculating a W _RR.

Here, the longitudinal load movement estimated value ΔW _X and the lateral load movement estimated value ΔW _Y are expressed by the following equations (23) and (24).

ここで、Ｋ_FL1，Ｋ_FL2，Ｋ_FR1，Ｋ_FR2，Ｋ_RL1，Ｋ_RL2，Ｋ_RR1，Ｋ_RR2は、制御ゲイン、Ｖ_FL，Ｖ_FR，Ｖ_RL，Ｖ_RRは、各車輪の速度である。 The brake fluid pressure command values P _FL , P _FR , P _RL , P _RR for each wheel in the unlocked range based on the wheel load of each wheel and the difference between the speed of each wheel and the vehicle speed V _x are given by the following equations: (25)

Here, K _FL1 , K _FL2 , K _FR1 , K _FR2 , K _RL1 , K _RL2 , K _RR1 , K _RR2 are control gains, and V _FL , V _FR , V _RL , V _RR are the speeds of each wheel. .

However, when switching from normal braking control to idling prevention control (control switching flag F _c = 0 → 1), the first-order lag filter is added to the previous section of equation (25) to prevent excessive braking. Process.

[Steering control processing]
FIG. 11 is a flowchart showing the flow of the steering control process executed by the steering controller 3, and each step will be described below.

In step S1, the target value calculation unit 312 determines whether or not the control switching flag _Fc is zero. If YES, the process proceeds to step S2, and if NO, the process proceeds to step S10.

In step S2, the inner wheel idling determination unit 33 calculates the absolute value | EG _y | of the turning acceleration estimated value EG _y and proceeds to step S3.

In step S3, the inner wheel idling determination unit 33 determines whether or not the absolute value | EG _y | of the turning acceleration estimated value EG _y obtained in step S2 is greater than or equal to a threshold value TG _y . If YES, the process proceeds to step S4. If NO, the process proceeds to step S5.

In step S4, the inner ring idling determination unit 33 sets a 1 to the acceleration determination flag F _a, the process proceeds to step S9.

In step S5, the inner ring idling determination unit 33 sets the zero acceleration determination flag F _a, the process proceeds to step S6.

In step S6, the inner ring idling determination unit 33, the acceleration judgment flag F _a calculates the time T _a from switched from one to zero, the process proceeds to step S7.

In step S7, the inner ring idling determination unit 33 determines whether _Ta calculated in step S6 is equal to or less than _a threshold value _Tta . If YES, the process moves to step S8, and if NO, the process moves to step S15.

In step S8, the inner wheel idling determination unit 33 calculates the steering angular velocity dθ when the driver steering angle _θ passes the threshold Tθ, and the process proceeds to step S9.

In step S9, the inner wheel idling determination unit 33 determines whether or not the steering angular velocity dθ calculated in step S8 is greater than or equal to a threshold T _dθ . If YES, the process proceeds to step S10. If NO, the process proceeds to step S15.

In step S10, the inner ring idling determination unit 33, | EG _y | calculates the time The T _g has continued equal to or less than the threshold value TG _y, the process proceeds to step S11.

In step S11, it determines in the inner ring idling determination unit 33, T _g calculated in step S10 whether it is less than the threshold value TT _g. If YES, the process proceeds to step S12. If NO, the process proceeds to step S14.

In step S12, the inner ring idling determination unit 33 determines that there is idle possible, sets 1 to control switching flag F _c, the process proceeds to step S13.

In step S13, the idling prevention correction unit 312b determines the turning acceleration change rate estimated value EG _y ′, the brake fluid pressure command values P _FL , P _FR , P _RL , P _RR, and the left and right wheel fluid pressure difference between the brake fluid pressure command values. The target yaw angular acceleration ψ " ^* is limited according to the absolute value of | (P _FL + P _RL ) − (P _FR + P _RR ) | and is corrected by the anti-spin correction unit 312b in the target yaw rate calculation unit 312d. performed idling prevention control that calculates a target yaw rate [psi ^'* from the target yaw angle acceleration [psi ^"* was, the routine proceeds to step S16.

In step S14, the idling prevention correcting unit 312b, and set to zero to control switching flag F _c, the process proceeds to step S15.

In step S15, the target yaw rate calculation unit 312d performs normal control for calculating the target yaw rate ψ ′ ^* from the target yaw angular acceleration ψ ″ ^* calculated by the target yaw angular acceleration calculation unit 312a, and the process proceeds to step S16.

In step S16, the target output value generation unit 32 calculates the target front wheel steering angle θ ^* based on the target yaw rate ψ ′ ^* calculated in step S13 or step S15, and the front wheel steering controller 4 calculates the target front wheel steering angle. A steering angle command value for obtaining θ ^* is output to the front wheel steering actuator 5 and the routine proceeds to return.

[Steering control operation]
If the absolute value of the turning acceleration estimated value EG _y | EG _y | is equal to or greater than the threshold value TG _y , the process proceeds from step S1 to step S2 to step S3 to step S4 in the flowchart of FIG. 1 is set to the determination flag F _a.

On the other hand, if | EG _y | is smaller than the threshold value TG _y , the process proceeds from step S 1 → step S 2 → step S 3 → step S 5 → step S 6 → step S 7 in the flowchart of FIG. Subsequently, in step S7, if the time T _a from the acceleration judgment flag F _a is switched from 1 to zero is less than or equal to the threshold value T _ta proceeds to step S8.

Further, in step S7, when T _a is greater than the threshold value T _ta, the process proceeds to step S15 → step S16, in step S15, since the control switching flag F _c is zero, if there is no inner ring idling possibility The normal control for determining and calculating the target yaw rate ψ ′ ^* from the target yaw angular acceleration ψ ″ ^* calculated by the target yaw angular acceleration calculation unit 312a is performed.

Next, from step S4 or step S7, the process proceeds from step S8 to step S9. In step S9, when the steering angular velocity dθ is equal to or greater than the threshold value T _dθ , the process proceeds from step S10 to step S11. On the other hand, if dθ is smaller than the threshold value T _dθ or more, the process proceeds from step S15 to step S16. In step S15, since the control switching flag _Fc is zero, it is determined that there is no possibility of idling of the inner ring, and the target Normal control for calculating the target yaw rate ψ ′ ^* from the target yaw angular acceleration ψ ″ ^* calculated by the yaw angular acceleration calculation unit 312a is performed.

In step S11, when the absolute value | EG _y | of the turning acceleration estimated value EG _y is equal to or less than the threshold value TG _y and the continuing time T _g is equal to or less than the threshold value TT _g , step S12 → step S13 → step The flow proceeds to S16. That is, in step S12, since 1 is set to the control switching flag F _c, in step S13, the turning acceleration change rate estimated value EG _y 'and the brake fluid pressure command values _{P FL, P FR, P RL} , and P _RR The target yaw angular acceleration ψ " ^* is limited according to the absolute value of the hydraulic pressure difference between the left and right wheels of the brake fluid pressure command value | (P _FL + P _RL ) − (P _FR + P _RR ) | and the target yaw rate calculation unit 312d , The anti-skid control for calculating the target yaw rate ψ ′ ^* from the target yaw angular acceleration ψ ″ ^* corrected by the anti-skid correction unit 312b is performed. Therefore, in step S16, the steering gear ratio becomes larger than that in the normal control, and as a result, the steering response becomes slow.

In step S11, if the T _g is greater than the threshold value TT _g, the process proceeds to step S14 → step S15 → step S16, in step S14, since zero is set to the control switching flag F _c, the inner ring idling possibility Normal control for calculating the target yaw rate ψ ′ ^* from the target yaw angular acceleration ψ ″ ^* calculated by the target yaw angular acceleration calculation unit 312a is performed.

[Brake control processing]
FIG. 12 is a flowchart showing a flow of a brake control process executed by the brake controller 6, and each step will be described below.

In step S21, the driver steering angle θ, the vehicle body speed V, the wheel speeds V _FL , V _FR , V _RL , V _RR , the longitudinal acceleration G _x , the lateral acceleration G _y , and the yaw rate ψ ′ are input, and the process proceeds to step S22. Transition.

In step S22, the control switching flag _Fc is input from the steering controller 3, and the process proceeds to step S23.

In step S23, the control switching flag F _c input at step S22 is determined whether it is 1. If YES, the process proceeds to step S24, and if NO, the process proceeds to step S27.

In step S24, the idling prevention brake control unit 62 estimates the wheel loads W _FL , W _FR , W _RL , W _RR from the longitudinal acceleration G _x and the lateral acceleration G _y input in step S21, and proceeds to step S25. (Corresponding to wheel load detection means).

In step S25, the idling prevention brake control unit 62 uses the brake fluid pressure command values P _FL , P _FR , P R for idling prevention control from the wheel loads W _FL , W _FR , W _RL , W _RR estimated in step S24. _RL and _PRR are calculated, and the process proceeds to step S26.

In step S26, maximum braking is applied to each wheel within the tire friction force margin according to the difference between the vehicle body speed V input in step S21 and each wheel speed _VFL , _VFR , _VRL , _VRR. , the brake fluid pressure command values _{P FL, P FR, P RL} , to adjust the P _RR, adjusted brake fluid pressure command values _{P FL, P FR, P RL} , the P _RR and outputs to the brake actuator 7, goes to the return To do.

In step S27, in the normal brake control unit 61, the driver steering angle θ, vehicle speed V, wheel speeds V _FL , V _FR , V _RL , V _RR , longitudinal acceleration G _x , lateral acceleration G _y input in step S21. And the normal brake fluid pressure command values P _FL , P _FR , P _RL , P _RR according to the yaw rate ψ ′ and the calculated brake fluid pressure command values P _FL , P _FR , P _RL , P _RR Output to the brake actuator 7 and shift to return.

[Brake control]
When it is determined that the control switching flag _Fc is 1 and there is a possibility of idling of the inner ring, the process proceeds to step S21 → step S22 → step S23 → step S24 → step S25 → step S26 in the flowchart of FIG. Become a flow. That is, in step S24, the wheel loads W _FL , W _FR , W _RL , W _RR are estimated, and in step S25, from the estimated wheel loads W _FL , W _FR , W _RL , W _RR during idling prevention control. Brake fluid pressure command values P _FL , P _FR , P _RL , P _RR are calculated, and in step S26, the brake fluid pressure command is applied so that the maximum brake is applied within the range where each wheel within the tire friction force margin is not locked. The idling prevention brake control for adjusting the values P _FL , P _FR , P _RL and P _RR is performed.

When the control switching flag _Fc is zero and it is determined that there is no possibility of idling of the inner ring, the flow proceeds from step S21 to step S22 to step S23 to step S27 in the flowchart of FIG. That is, in step S27, normal control based on the brake fluid pressure command values P _FL , P _FR , P _RL , P _RR calculated by the normal brake control unit 61 is performed.

[Problems of conventional inner ring idling prevention control]
In Japanese Patent Laid-Open No. 2001-213345, vehicle behavior such as lateral acceleration, roll speed, yaw rate is detected by a plurality of sensors, and a steering gear ratio is changed based on a roll angle estimated value calculated according to these vehicle behaviors. Thus, a technique for stabilizing the roll behavior is described.

  However, this conventional technique may be unpreferable in terms of control because a transient response or vibration associated with feedback control of vehicle behavior leads to a delay in steering or unstable behavior. In addition, since the inner wheel idling prevention control is started after a large vehicle behavior (turning acceleration or the like) is generated, there is a possibility that the control intervention timing is delayed and the control amount (steering return amount) is increased.

  On the other hand, in Japanese Patent Application Laid-Open No. 2001-21840, a roll angle estimated value is calculated from vehicle behavior such as lateral acceleration, roll speed, vehicle speed, and yaw rate by a plurality of sensors, and the vehicle yaw rate is calculated according to the calculated roll angle estimated value. There is described a technique for preventing the idling of the inner ring during turning by controlling the brake pressure distribution of each wheel so as to reduce the wheel.

  However, this conventional technology uses braking force to reduce the yaw rate and vehicle speed, and to reduce the lateral acceleration necessary to prevent idling of the inner ring. Much is spent on the generation of force (lateral tire force). Therefore, there is a possibility that the braking force cannot be generated sufficiently and the inner ring idling cannot be prevented. Furthermore, the front wheel load increases due to deceleration, and the front wheel cornering force increases, which hinders the yaw rate reduction effect by brake control.

[Brake and gear ratio variable action when predicting idling of inner ring]
On the other hand, in the vehicle inner-wheel idling prevention control device according to the first embodiment, the inner-wheel idling is predicted from the output of the vehicle speed sensor and the driver steering angle sensor used for normal steering control, and the brake control and the steering are performed by feedforward control. By carrying out the gear ratio control at the same time, the above-mentioned problems can be solved and idling of the inner ring during turning can be prevented.

  FIG. 13 is a diagram showing the lateral G and the left wheel load at the time of turning-back sudden steering when the anti-skid control is not performed. When steering is steered from the neutral position to the right direction → left direction (FIG. 13A). ), An excessive lateral G peak occurs (FIG. 13 (b)), the left wheel load becomes zero, and the left wheel idles (FIG. 13 (c)).

In the first embodiment, the steering control controller 3 increases the steering gear ratio compared to the normal control when the idling of the inner ring is predicted (FIG. 14 (a)). At the same time, the brake controller 6 calculates brake fluid pressure command values P _FL , P _FR , P _RL , P _RR corresponding to the wheel loads W _FL , W _FR , W _RL , W _RR of each wheel, and the brake actuator 7 To adjust the brake fluid pressure of each of the brake devices 16a to 16d.

Here, when the idling of the turning inner wheel (left front wheel) is predicted, the wheel load of the left front wheel is near zero and the front wheel load is larger than the rear wheel load. The brake fluid pressure is
There is a relationship of right front wheel fluid pressure> right rear wheel fluid pressure> left front wheel fluid pressure> left rear wheel fluid pressure (FIGS. 14B and 14C).

At this time, depending on the difference between the vehicle body speed V and each wheel speed V _FL , V _FR , V _RL , V _RR , the brake fluid pressure command value P _FL , Since P _FR , P _RL , and P _RR are adjusted, the maximum braking force can be generated within a range where the wheels do not lock.

  That is, in the first embodiment, when the inner wheel idling is predicted, the maximum braking is applied to each wheel in a range where the wheel does not lock, and at the same time, the steering response is made slower, thereby giving no control ( Compared to FIG. 13 (b)), the lateral G peak value can be greatly reduced (FIG. 15 (a)). As a result, as shown in FIG. 15 (b), the left wheel load can be prevented from becoming zero, so that it is possible to prevent idling of the inner ring during turning.

Next, the effect will be described.
In the vehicle inner ring idling prevention control device of the first embodiment, the following effects can be obtained.

  (1) In a vehicle inner-wheel anti-skid control device including a brake actuator 6 that varies the brake hydraulic pressure of each wheel independently of the operation of the brake pedal, and a front wheel steering actuator 5 that varies a steering gear ratio, Inner wheel idling judgment means (inner wheel idling judgment unit 33) for predicting whether or not the inner wheel is idling, and a brake fluid pressure command value for increasing the brake pressure of each wheel to the brake actuator 7 when it is judged that the inner ring idling. And an inner-wheel idling prevention control means (an idling prevention brake control unit 62 and an idling prevention correction unit 312b) for outputting a gear ratio variable command value for increasing the steering gear ratio to the front wheel steering actuator 5. Therefore, the inner wheel idling is predicted, and each wheel is braked from the initial state of the vehicle behavior by feedforward control. By increasing the pressure and slowing down the steering response, it is possible to suppress the peak of lateral acceleration, so that the inner wheel idling can be carried out in advance without causing transient response or vibration associated with vehicle behavior feedback control. Can be prevented.

(2) the wheel load W _FL of each wheel, W _FR, W _RL, and provided wheel load detecting means for detecting a W _RR, brake controller 6, the wheel load W _FL, W _FR, W _RL, the W _RR Since the brake pressure command values P _FL , P _FR , P _RL , P _RR for each wheel are calculated independently based on this, it is possible to generate a sufficient braking force for the turning outer wheel having a large wheel load. Therefore, since the lateral acceleration can be further reduced, the inner ring idling can be reliably prevented.

(3) The idling prevention brake control unit 62 determines the brake pressure command values P _FL , P _FR , P _RL , and P _RR for each wheel between the vehicle body speed V and each wheel speed V _FL , V _FR , V _RL , V _RR . Since the calculation is independently performed within a range where each wheel does not lock depending on the difference, the maximum brake can be applied within a range where each wheel does not lock.

(4) The idling prevention correction unit 312b decreases the limit value of the target yaw rate ψ ′ ^* as the change rate EG _y ′ of the vehicle turning acceleration estimated value EG _y obtained from the vehicle speed and the steering angle is increased (see FIG. 6). map references) to, to increase the steering gear ratio, while preventing the inner ring idling in accordance with the magnitude of the turning acceleration estimated value EG _y, it can be suppressed from becoming excessive understeer.

(5) The idling prevention correction unit 312b decreases the limit value of the target yaw rate ψ ′ ^* as the added value (P _FL + P _FR + P _RL + P _RR ) of the brake pressure command value of each wheel increases (see the map in FIG. 7). In order to increase the steering gear ratio, the influence of yaw rate increase / decrease due to brake control can be suppressed while preventing idling of the inner ring according to the magnitude of the deceleration G.

(6) The idling prevention correction unit 312b increases the target yaw rate ψ ′ ^{* as} the difference between the left and right brake pressure command values for each wheel | (P _FL + P _RL ) − (P _FR + P _RR ) | is larger than the predetermined value ΔP _s1 . Since the limit value is increased (see the map of FIG. 8) and the increase amount of the steering gear ratio is decreased, the influence of the yaw rate increase / decrease by the brake control can be suppressed while preventing the idling of the inner ring according to the generated yaw rate. .

(7) The steering controller 3 includes a target output value generation unit 32 that sets the target front wheel steering angle θ ^* according to the target yaw rate ψ ′ ^* of the vehicle calculated from the vehicle speed and the steering steering angle. The means limits the magnitude of the target yaw rate ψ ′ ^* of the target value generation unit 31 when it is determined that the inner ring is idling (−L _{ψ ″ *} ≦ ψ ″ ^* (s) ≦ L _{ψ ″ *} ψ ″ ^* : Target yaw angular acceleration), and by increasing the steering gear ratio, the peak of the lateral G is suppressed and idling of the inner ring can be prevented.

(Other examples)
The best mode for carrying out the present invention has been described based on the first embodiment. However, the specific configuration of the present invention is not limited to the configuration of the first embodiment and departs from the gist of the present invention. Even if there is a design change or the like within a range not to be included, it is included in the invention.

  For example, the calculation method of each wheel load estimated value and the brake fluid pressure command value in the first embodiment is merely an example, and any other control law that applies the maximum brake within a range in which the wheel does not lock may be used.

  In the first embodiment, the brake fluid pressure command value is calculated independently for each wheel.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram of a vehicle inner ring idling prevention control device according to a first embodiment. FIG. 3 is a control block diagram of a steering control controller 3 according to the first embodiment. 3 is a control block diagram of a target value generation unit 31. FIG. 5 is a control block diagram of a target value calculation unit 312. FIG. 3 is a control block diagram of a brake control controller 6. FIG. FIG. 10 is a setting map of a limit value L _{ψ ″ * YG} according to a turning acceleration change rate estimated value EG _y ′. It is a setting map of the coefficient K _{ψ ″ * XG} according to the addition value (P _FL + P _FR + P _RL + P _RR ) of the brake fluid pressure command value. This is a setting map of the coefficient K _{ψ ″ * YR} according to the absolute value of the right and left wheel hydraulic pressure difference | (P _FL + P _RL ) − (P _FR + P _RR ) |. Is a setting map threshold T _{d [theta]} corresponding to the turning acceleration estimated value EG _y. Is a setting map threshold T _{d [theta]} corresponding to the turning acceleration estimated value EG _y. 4 is a flowchart illustrating a flow of a steering control process executed by the steering control controller 3 according to the first embodiment. It is a flowchart which shows the flow of the brake control process performed with the brake control controller 6 of Example 1. FIG. It is a figure which shows the side G and the left-wheel load at the time of a turning-back sudden steering when not performing idling prevention control. It is explanatory drawing which shows the front-wheel steering angle, front-wheel brake hydraulic pressure, and rear-wheel brake hydraulic pressure in the turning-back sudden steering at the time of implementing the idling prevention control of Example 1. FIG. It is a figure which shows the side G and the left-wheel load at the time of a turning-back sudden steering at the time of implementing the idling prevention control of Example 1. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Driver | operator steering angle sensor 2 Vehicle speed sensor 3 Steering control controller 31 Target value production | generation part 311 Vehicle model calculating part 312 Target value calculating part 312a Target yaw angular velocity calculating part 312b Anti-spin correction part 312c Control switching part 312d Target yaw rate calculating part 32 Target Output value generation unit 33 Inner wheel idling determination unit 4 Front wheel steering controller 5 Front wheel steering actuator 6 Brake control controller 61 Normal brake control unit 62 Idling prevention brake control unit 63 Control switching unit 7 Brake actuator 10 Steering wheel 11a Left front wheel 11b Right front wheel 12 Front Wheel steering mechanism 13 Column shaft 14a Left rear wheel 14b Right rear wheel 15a-15d Wheel speed sensor 16a-16d Brake device 17 Yaw rate sensor 18 Acceleration sensor

Claims (7)

A brake actuator that varies the brake pressure of each wheel independently of the operation of the brake pedal;
A variable gear ratio actuator that varies a steering gear ratio that is a ratio of a steering angle to a steered wheel turning angle;
In the vehicle inner ring anti-skid control device with
Inner ring idling judgment means for predicting whether the inner ring idling,
When it is determined that the inner wheel is idle, a brake pressure command value for increasing the brake pressure of each wheel is output to the brake actuator,
An inner wheel idling prevention control means for outputting a gear ratio variable command value for increasing a steering gear ratio to the variable gear ratio actuator;
An inner-wheel idling prevention control device for a vehicle, comprising: The inner ring slip prevention control device for a vehicle according to claim 1,
Provide wheel load detection means for detecting the wheel load of each wheel,
The inner ring idling prevention control device for a vehicle is characterized in that the brake pressure command value for each wheel is independently calculated based on the wheel load of each wheel. In the vehicle inner ring idling prevention control device according to claim 1 or 2,
The inner ring idling prevention control device for a vehicle is characterized by independently calculating a brake pressure command value for each wheel within a range in which each wheel does not lock. The inner ring slip prevention control device for a vehicle according to any one of claims 1 to 3,
A turning acceleration detecting means for detecting turning acceleration of the vehicle is provided;
The vehicle inner-wheel anti-spinning control device is configured to increase the steering gear ratio as the amount of change in the turning acceleration of the vehicle increases when it is determined that the inner wheel idles. The inner ring slip prevention control device for a vehicle according to any one of claims 1 to 4,
The inner ring idling prevention control device for an inner wheel idling prevention for a vehicle, wherein when the inner ring is judged to idle, the steering gear ratio is increased as the added value of the brake pressure command value of each wheel is larger. . In the inner ring idling prevention control device for a vehicle according to claim 4 or 5,
The inner wheel idling prevention control means, when it is determined that the inner wheel is idling, reduces the amount of increase in the steering gear ratio as the left-right difference in brake pressure command value of each wheel is larger than a predetermined value. Inner ring idling prevention control device. The vehicle inner ring slip prevention control device according to any one of claims 1 to 6,
Gear ratio variable command value setting means for setting a gear ratio variable command value according to the target yaw rate of the vehicle calculated from the vehicle speed and the steering angle,
The inner ring idling prevention control means outputs a gear ratio variable command value that limits the magnitude of the target yaw rate of the gear ratio variable command value setting means and increases the steering gear ratio when it is determined that the inner wheel is idling. An inner ring idling prevention control device for a vehicle characterized by the above.

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