JP2006035930A - Vehicle posture control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle posture control device effectively suppressing under-steering and over-steering without deterioration in steering feeling and traveling feeing. <P>SOLUTION: A posture control device 9 is composed of a model yaw rate calculating portion 91 calculating a model yaw rate γmod on the basis of drive information (vehicular speed or a steering angle), a subtractor 92 subtracting a real yaw rate γreal detected by a yaw rate sensor 8 from the model yaw rate γmod to produce yaw rate deviation dγ, a behavior determining portion 93 determining a behavior on the basis of behavior information (lateral G and the like) and producing an over-steering signal Sos and an under-steering signal Sus, a differentiator 94 differentiating the yaw rate deviation dγ and producing change rate Δdγ of the yaw rate deviation, and a control coefficient setting portion 95 producing control coefficients Ks, Kb on the basis of the yaw rate deviation dγ and the change rate Δdγ of the yaw rate deviation. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle attitude control device that realizes stabilization of traveling in a vehicle equipped with a power steering device and an independent braking device.

  When the vehicle is turning, a difference in cornering force occurs between the front and rear wheels due to the timing of steering and braking, the difference in front and rear axle weight, and so on, and there is a considerable amount of understeer or oversteer. In order to realize the turning intended by the driver, it is desirable to suppress understeer and oversteer, and a vehicle attitude control apparatus that performs attitude control by applying a steering assist torque in a neutral direction by a power steering apparatus, or an independent braking apparatus Therefore, there is a vehicle attitude control device that performs attitude control by braking one of the left and right wheels. However, when posture control is performed using only steering assist, the steering wheel holding force changes unnaturally in a region where the amount of understeer or oversteer suppression (ie, the amount of increase or decrease of the steering assist torque) increases, and the steering feeling deteriorates. There was a problem to do. On the other hand, when the posture control is performed only by braking, the vehicle speed is lowered against the driver's intention, which causes a problem that the driving feeling is deteriorated.

Therefore, in the vehicle attitude control device, attitude control by mainly steering assist is performed while understeer or oversteer is small, and the ratio of attitude control by braking is increased when understeer or oversteer becomes large. In this case, the distribution of the steering assist and the braking is a big problem in improving the steering feeling and the traveling feeling. In the conventional vehicle attitude control device, for example, in the understeer state, when the side slip angle of the front wheels becomes a predetermined value or more, the braking ratio is maximized while the steering assist ratio is minimized, and the side slip angle is reduced. Accordingly, there has been proposed one that increases the steering assist ratio while decreasing the braking ratio (see, for example, Patent Document 1). Another vehicle attitude control device has been proposed that distributes a target behavior amount of a vehicle to steering and braking based on the control response frequencies of the steering control means and the braking control means (see, for example, Patent Document 2). ).
JP 2001-233230 A (paragraphs 0036 and 0037, FIG. 1) Japanese Patent Laying-Open No. 2003-159966 (paragraph 0082, FIG. 3)

  In the vehicle attitude control device disclosed in Patent Document 1, the distribution of steering assist and braking is changed only on the understeer side. This is because overrotation of the vehicle is the main factor of oversteering, so oversteering is based on the side slip angle. This is because it is not practical to change the distribution on the side. Therefore, in the vehicle attitude control device of Patent Document 1, it is inevitable that the steering feeling or the running feeling deteriorates during oversteering. Further, the vehicle attitude control device of Patent Document 2 has a problem in that the feedback to the actual behavior is not performed because the distribution by the control response frequency is for the target behavior amount.

  The present invention has been made in view of such a technical background, and provides a vehicle attitude control device that effectively suppresses understeer and oversteer without deteriorating steering feeling and traveling feeling. Objective.

  The vehicle attitude control device according to claim 1 includes a vehicle state detection unit that detects an oversteer state and an understeer state, a steering actuator that biases the steered wheels in a direction to steer, and a steering actuator that controls the steering actuator. A control unit, a braking actuator capable of causing a difference in braking force between the left and right wheels, a braking actuator control unit that controls the braking actuator, an actual yaw rate detection unit that detects an actual yaw rate of the vehicle, and a norm According to the oversteer state or the understeer state detected by the vehicle state detection unit, including a reference yaw rate calculation unit that calculates a yaw rate, and a yaw rate deviation calculation unit that calculates a yaw rate deviation between the reference yaw rate and the actual yaw rate, The steering actuator according to the yaw rate deviation And performing a preliminary the control of the brake actuator.

  According to a second aspect of the present invention, in the vehicle posture control device according to the first aspect, when the vehicle state detection unit detects understeer, the control amount of the braking actuator is increased as the yaw rate deviation increases. And the control amount of the steering actuator is decreased, and when the vehicle state detection unit detects oversteer, the control amount of the braking actuator is increased as the yaw rate deviation increases. The control amount of the actuator is held.

  According to a third aspect of the present invention, in the vehicle attitude control device of the first aspect, when the yaw rate deviation change amount is calculated and the vehicle state detection unit detects understeer, the yaw rate deviation change is calculated. As the amount increases, the control amount of the steering actuator is decreased to maintain the control amount of the braking actuator. When the vehicle state detection unit detects oversteer, the amount of change in the yaw rate deviation is large. As a result, the control amount of the braking actuator is increased and the control amount of the steering actuator is decreased.

  According to a fourth aspect of the present invention, there is provided a vehicle attitude control device, a vehicle state detection unit for detecting an oversteer state, a steering actuator for biasing a steered wheel in a direction for turning, and a steering actuator control for controlling the steering actuator. A braking actuator capable of causing a difference in braking force between the left and right wheels, a braking actuator controller that controls the braking actuator, an actual yaw rate detector that detects the actual yaw rate of the vehicle, and a reference yaw rate A yaw rate deviation calculating unit for calculating a yaw rate deviation between the reference yaw rate and the actual yaw rate, and when the vehicle state detecting unit detects an oversteer state, the yaw rate deviation is Accordingly, the steering actuator and the braking actuator can be controlled. The features.

  According to the vehicle attitude control apparatus of the first aspect of the present invention, the steering control amount and the braking control amount are optimally distributed according to the vehicle behavior and the yaw rate deviation, and the steering feeling and the running feeling are controlled. Deterioration can be prevented. Further, according to the vehicle attitude control device of the second aspect of the invention, the control amount on the steering side increases in the region where the steering feeling is difficult to deteriorate, and the control amount on the braking side increases in the region where the driving feeling is difficult to deteriorate. growing. According to the vehicle attitude control device of the third aspect of the present invention, the control amount on the steering side is increased in the region where the steering feeling is difficult to deteriorate, and the control amount on the braking side is increased in the region where the driving feeling is difficult to deteriorate. growing. According to the vehicle attitude control device of the fourth aspect of the present invention, in the oversteer region, the steering feeling and the running fee are optimally distributed between the steering-side control amount and the braking-side control amount according to the yaw rate deviation. The deterioration of the ring can be prevented.

  Hereinafter, two embodiments of the present invention will be described in detail with reference to the drawings.

<< First Embodiment >>
In the first embodiment, a steering-side control coefficient and a braking-side control coefficient are set based on the vehicle behavior, the yaw rate deviation, and the rate of change thereof, and the steering-side control coefficient is set as the control amount of the electric power steering apparatus. And the control coefficient of the braking side is multiplied by the control amount of the braking control device.

  FIG. 1 is a plan view showing a device configuration of a vehicle in the first embodiment, FIG. 2 is a block diagram showing a configuration of a posture control device in the first embodiment, and FIG. 3 shows posture control in the first embodiment. FIG. 4 is a flowchart showing a procedure, FIG. 4 is a first map for obtaining a control coefficient from the yaw rate deviation, and FIG. 5 is a second map for obtaining a control coefficient from the change rate of the yaw rate deviation. In FIG. 1, four wheels and members arranged in correspondence therewith, that is, tires and brakes, are attached with subscripts indicating front, rear, left, and right respectively, for example, wheel 2fl ( Left front), wheel 2fr (right front), wheel 2rl (left rear), wheel 2rr (right rear), and generically referred to as wheel 2, for example.

<Vehicle device configuration>
As shown in FIG. 1, a vehicle (passenger car in the present embodiment) 1 includes four wheels 2 on which tires 21 are mounted, and each wheel 2 is provided with a brake 22. The vehicle 1 includes a main ECU (Electronic Control Unit) 3, an electric power steering device 4, an EPS (Electric Power Steering) controller 5 that controls the electric power steering device 4, and brakes 22. A hydraulic unit 6 that supplies pressure oil and a VSA (Vehicle Stability Assist: vehicle behavior stabilization control system) controller 7 that controls the hydraulic unit 6 are installed. In the vehicle 1, a yaw rate sensor 8 for detecting the yaw rate is installed in the vehicle interior.

  The main ECU 3 includes a microcomputer, a ROM, a RAM, a peripheral circuit, an input / output interface, various drivers, and the like, and the EPS controller 5 and the controller via a communication line (CAN (Controller Area Network in this embodiment)). A VSA controller 7 is connected.

  The electric power steering device 4 includes a steering gear 41 composed of a rack and a pinion (not shown), a steering shaft 43 with a steering wheel 42 attached to the rear end, and an EPS motor that applies a steering assist force to the steering shaft 43 (this embodiment). The steering actuator 44 in the embodiment is a main component.

  The EPS controller 5 is a steering actuator controller in the present embodiment, and includes a microcomputer, a ROM, a RAM, a peripheral circuit, an input / output interface, various drivers, and the like. As shown in FIG. 2, the EPS controller 5 includes an EPS control base unit 51 that outputs the basic control amount ISb determined based on the steering input and the vehicle speed to the electric power steering device 4, and the control input from the attitude control device 9. And a multiplier 52 that multiplies the basic control amount ISb by the coefficient Ks.

  The hydraulic unit 6 is a braking actuator in the present embodiment, and includes an electric valve corresponding to four wheels, a hydraulic circuit, and the like.

  The VSA controller 7 is a braking actuator controller in the present embodiment, and includes a microcomputer, a ROM, a RAM, a peripheral circuit, an input / output interface, various drivers, and the like. As shown in FIG. 2, the VSA controller 7 includes a VSA control base 71 that outputs the basic control amount IBb determined based on the braking operation force (the amount of depression of the brake pedal) to the hydraulic unit 6, and the attitude control device 9. A multiplier 72 that multiplies the basic control amount IBb by the input control coefficient Kb.

<Attitude control device>
Next, the configuration of the attitude control device 9 built in the main ECU 3 (see FIG. 1) will be described with reference to FIG.
The attitude control device 9 includes a reference yaw rate calculation unit 91 that calculates a reference yaw rate γmod based on driving information (vehicle speed, steering angle, etc.), and a yaw rate deviation dγ by subtracting the reference yaw rate γmod by the actual yaw rate γreal detected by the yaw rate sensor 8. A subtractor 92 that generates a behavior, a behavior determination unit 93 that performs a behavior determination based on behavior information (horizontal G or the like) and generates an oversteer signal Sos or an understeer signal Sus, and a yaw rate deviation dγ that is differentiated to change the yaw rate deviation A differentiator 94 that generates a rate Δdγ and a control coefficient setting unit 95 that generates control coefficients Ks and Kb based on the yaw rate deviation dγ and the yaw rate deviation change rate Δdγ.

<Operation of First Embodiment>
When the vehicle 1 starts traveling, driving information such as vehicle speed information detected by a vehicle speed sensor (not shown), steering angle information detected by a steering angle sensor (not shown), behavior information such as lateral G information detected by a G sensor (not shown), Is input to the posture control device 9, and the posture control device 9 starts posture control whose procedure is shown in the flowchart of FIG. 3 at a predetermined control interval (for example, 10 ms).

  When the posture control is started, the posture control device 9 sets the reference yaw rate γmod based on the driving information in the reference yaw rate calculation unit 91 in step S1, and detects the actual yaw rate γreal by the yaw rate sensor 8 in step S2. Next, the attitude control device 9 generates a yaw rate deviation dγ by the subtractor 92 by subtracting the actual yaw rate γreal from the reference yaw rate γmod in step S3. The yaw rate deviation dγ is input to the control coefficient setting unit 95 as it is, and is also input to the differentiator 94. Next, the attitude control device 9 differentiates the yaw rate deviation dγ in step S4 to generate the change rate Δdγ by the differentiator 94. The change rate Δdγ is input to the control coefficient setting unit 95, similarly to the yaw rate deviation dγ.

  Next, in step S5, the attitude control device 9 determines the behavior of the vehicle 1 (see FIG. 1) based on the behavior information by the behavior determination unit 93, and sets the oversteer signal Sos as a control coefficient if the vehicle is in an oversteer state. In the case of the understeer state, the understeer signal Sus is output to the control coefficient setting unit 95.

  Next, the attitude control device 9 determines whether or not the vehicle 1 is in an oversteer state or an understeer state in step S6, that is, whether or not the oversteer signal Sos or the understeer signal Sus is input to the control coefficient setting unit 95. . If this determination is No (in the case of neutral steer), the posture control device 9 returns to the start and repeats posture control, assuming that there is no need to control the EPS controller 5 and the VSA controller 7.

  When the oversteer signal Sos or the understeer signal Sus is input to the control coefficient setting unit 95 and the determination in step S6 is Yes, the attitude control device 9 first determines the first map in FIG. 4 based on the yaw rate deviation dγ in step S7. From the steering side first control coefficient Ks1 and the braking side first control coefficient Kb1. The first control coefficient Ks1 on the steering side is a source of the control coefficient Ks multiplied by the basic control amount ISb by the multiplier 52 of the EPS controller 5. Further, the first control coefficient Kb1 on the braking side is a source of the control coefficient Kb multiplied by the basic control amount Ibs by the multiplier 72 of the VSA controller 7.

  As shown in FIG. 4, the first control coefficient Ks1 on the steering side in the first map is a relatively large constant value regardless of the yaw rate deviation dγ in the oversteer region, and the yaw rate deviation dγ increases from 0 in the understeer region. After decreasing linearly, it becomes a relatively small constant value. The reason why the first control coefficient Ks1 on the steering side is set in this way is as follows. Since the oversteer state is one in which the vehicle 1 is wound inside the turn against the driver's intention, it is desirable to suppress it strongly for running stability. However, even in the oversteer state, when the first control coefficient Ks1 is increased unnecessarily, or when the first control coefficient Ks1 is changed by a large value, the steering feeling is significantly deteriorated. The value is constant. On the other hand, the understeer state in which the vehicle 1 is on the outside of the turn can hardly be suppressed by the steering control. Therefore, in order to prevent the steering feeling from deteriorating, it is linear to prevent a sense of discomfort when shifting from the oversteer state to the understeer state. After being decreased to a relatively small constant value. In understeer, understeer often proceeds further when the driver tries to steer further. Therefore, the steering assist amount may be decreased and the steering assist in the reverse direction may be performed so that the driver is prevented from further turning.

As shown in FIG. 4, the first control coefficient Kb1 on the braking side in the first map is a small constant value in both the oversteer area and the understeer area in the range where the absolute value of the yaw rate deviation dγ is small, and the yaw rate deviation dγ When the absolute value increases to some extent, it increases linearly in the oversteer region to a relatively large constant value, and also increases to a certain extent after linearly increasing in the understeer region. The reason why the braking-side first control coefficient Kb1 is set in this way is as follows. That is, in the oversteer region, the first control coefficient Ks1 on the steering side is not increased even when the yaw rate deviation dγ increases as described above. Therefore, the first control coefficient Kb1 on the braking side is increased in order to stabilize the running. There is a need. Further, in both the oversteer region and the understeer region, stabilization should be given priority in the range where the absolute value of the yaw rate deviation dγ is large. Therefore, in order to eliminate or advance the oversteer state and understeer state, 1 Increase the control coefficient Kb1.
It is.

  After retrieving the first control coefficient Ks1 on the steering side and the first control coefficient Kb1 on the braking side from the first map, the attitude control device 9 in step S8, based on the change rate Δdγ of the yaw rate deviation in FIG. A second control coefficient Ks2 on the steering side and a second control coefficient Kb2 on the braking side are searched from the second map. The second control coefficient Ks2 on the steering side is a source of the control coefficient Ks multiplied by the basic control amount ISb by the multiplier 52 of the EPS controller 5. Further, the second control coefficient Kb2 on the braking side is a source of the control coefficient Kb that is multiplied by the basic control amount Ibs by the multiplier 72 of the VSA controller 7.

  As shown in FIG. 5, the second control coefficient Ks2 on the steering side in the second map is a large value in both the oversteer region and the understeer region in a range where the absolute value of the change rate Δdγ of the yaw rate deviation is small, and the change rate Δdγ. When the absolute value of becomes somewhat large, it decreases linearly in the oversteer region and becomes a certain large constant value, and also decreases in the understeer region linearly and then becomes a relatively small constant value. This is because, when the oversteer state or the understeer state is not progressing so much, posture control is mainly performed on the steering side in order to reduce the deterioration of the driving feeling due to braking (that is, deceleration). .

  As shown in FIG. 5, the second control coefficient Kb2 on the braking side in the second map is a relatively small constant value regardless of the change rate Δdγ of the yaw rate deviation in the understeer region, and the change rate Δdγ from 0 in the oversteer region. After increasing linearly as it decreases, it becomes a constant value that is somewhat large. In the understeer region, when the change rate Δdγ of the yaw rate deviation is large, the progress of the understeer is prevented. On the other hand, when the progress of the oversteer is large, the second control coefficient on the braking side is set to stabilize the running. This is because it is necessary to increase Kb2.

  When the search of the first control coefficients Ks1, Kb1 and the second control coefficients Ks2, Kb2 from the first and second maps is finished, the attitude control device 9 adds the second control coefficient Ks2 to the first control coefficient Ks1 in step S9. To calculate the steering-side control coefficient Ks, and multiply the first control coefficient Kb1 by the second control coefficient Kb2 to calculate the braking-side control coefficient Kb.

  Finally, the attitude control device 9 outputs the steering-side control coefficient Ks to the EPS controller 5 and the braking-side control coefficient Kb to the VSA controller 7 in step S10.

  In the EPS controller 5, the basic control amount ISb output from the EPS control base unit 51 is multiplied by the control coefficient Ks by the multiplier 52, and the control amount IS is generated and output to the electric power steering device 4. In the VSA controller 7, the basic control amount IBb output from the VSA control base unit 71 is multiplied by the control coefficient Kb by the multiplier 52, and the control amount IB is generated and output to the hydraulic unit 6.

  Thus, in the vehicle 1, understeer or oversteer is suppressed by the cooperation of the steering assist of the electric power steering device 4 and the braking control of the hydraulic unit 6, and the turning intended by the driver is realized. In attitude control, the ratio of steering is increased in areas where understeer and oversteer are small, and the ratio of braking is increased in areas where understeer and oversteer are large, thereby reducing the deterioration of the driver's steering feeling and driving feeling. I was able to.

<< Second Embodiment >>
In the second embodiment, the control addition value on the steering side and the control addition value on the braking side are set based on the behavior of the vehicle, the yaw rate deviation and its differential value, and the control addition value on the steering side is set as the electric power steering device. In addition to the control amount, a configuration is adopted in which the control addition value on the braking side is added to the control amount of the braking control device.

  FIG. 6 is a block diagram showing the configuration of the attitude control device in the second embodiment, and FIG. 7 is a flowchart showing the procedure of attitude control in the second embodiment. In addition, since the apparatus structure of the vehicle in 2nd Embodiment is substantially the same as the said 1st Embodiment except an EPS controller and a VSA controller, the overlapping description is abbreviate | omitted.

<Vehicle device configuration>
As shown in FIG. 6, the EPS controller 5 has substantially the same configuration as that of the first embodiment, but the control input from the attitude control device 9 described later is used instead of the multiplier. An adder 53 is provided for adding the addition amount As to the basic control amount ISb.

  As shown in FIG. 6, the VSA controller 7 has substantially the same configuration as that of the first embodiment, but the control input from the attitude control device 9 described later is used instead of the multiplier. An adder 73 for adding the addition amount Ab to the basic control amount IBb is provided.

<Attitude control device>
Next, the configuration of the attitude control device 9 built in the main ECU 3 (see FIG. 1) will be described with reference to FIG.
The attitude control device 9 includes a reference yaw rate calculation unit 91 that calculates a reference yaw rate γmod based on driving information (vehicle speed, steering angle, etc.), and a yaw rate deviation dγ by reducing the reference yaw rate γmod by the actual yaw rate γreal detected by the yaw rate sensor 8. A subtractor 92 that generates a behavior, a behavior determination unit 93 that performs a behavior determination based on behavior information (such as lateral G) and generates an oversteer signal Sos and an understeer signal Sus, and a yaw rate deviation dγ that is differentiated to change the yaw rate deviation A differentiator 94 that generates the rate Δdγ, and an addition amount calculation unit 96 that generates the control addition amounts As and Ab based on the yaw rate deviation dγ and the change rate Δdγ of the yaw rate deviation.

<Operation of Second Embodiment>
When the vehicle 1 starts traveling, driving information such as vehicle speed information detected by a vehicle speed sensor (not shown), steering angle information detected by a steering angle sensor (not shown), behavior information such as lateral G information detected by a G sensor (not shown), Is input to the posture control device 9, and the posture control device 9 starts posture control whose procedure is shown in the flowchart of FIG. 7 at a predetermined control interval (for example, 10 ms).

  When the posture control is started, the posture control device 9 sets the reference yaw rate γmod based on the driving information by the reference yaw rate calculation unit 91 in step S21, and detects the actual yaw rate γreal by the yaw rate sensor 8 in step S22. Next, the attitude control device 9 generates the yaw rate deviation dγ by the subtractor 92 by subtracting the actual yaw rate γreal from the reference yaw rate γmod in step S23. The yaw rate deviation dγ is input to the addition amount calculation unit 96 as it is, and is also input to the differentiator 94. Next, the attitude control device 9 generates the change rate Δdγ by the differentiator 94 by differentiating the yaw rate deviation dγ in step S24. The change rate Δdγ is input to the addition amount calculation unit 96 in the same manner as the yaw rate deviation dγ.

  Next, in step S25, the attitude control device 9 determines the behavior of the vehicle 1 (see FIG. 1) based on the behavior information by the behavior determination unit 93, and calculates the addition amount of the oversteer signal Sos when it is in the oversteer state. When the understeer state is output, the understeer signal Sus is output to the addition amount calculation unit 96.

  Next, the attitude control device 9 determines whether or not the vehicle 1 is in an oversteer state or an understeer state in step S26, that is, whether or not the oversteer signal Sos or the understeer signal Sus is input to the addition amount calculation unit 96. . If this determination is No, the posture control device 9 returns to the start and repeats posture control, assuming that there is no need to control the EPS controller 5 and the VSA controller 7.

  When the oversteer signal Sos or the understeer signal Sus is input to the addition amount calculation unit 96 and the determination in step S26 is Yes, the attitude control device 9 first determines in step S27 based on the yaw rate deviation dγ and the rate of change Δdγ. A control addition amount As on the steering side is calculated by the addition amount calculation unit 96 using a predetermined steering side addition amount calculation formula. The steering side addition amount calculation formula is, for example, a high-order function, and a large control addition amount As is obtained in a region where the yaw rate deviation dγ is small.

  When the calculation of the control addition amount As on the steering side is completed, the attitude control device 9 calculates the control addition amount Ab on the braking side to the predetermined braking side addition amount based on the yaw rate deviation dγ and the change rate Δdγ in step S28. The addition amount calculation unit 96 calculates using an arithmetic expression. The braking side addition amount calculation formula is, for example, a high-order function, and a large control addition amount Ab is obtained in a region where the yaw rate deviation dγ is large.

  When the calculation of the braking-side control addition amount Ab is completed, the attitude control device 9 outputs the steering-side control addition amount As to the EPS controller 5 and the braking-side control addition amount Ab to the VSA controller 7 in step S29. Output.

  In the EPS controller 5, the control addition amount As is added to the basic control amount ISb output from the EPS control base unit 51 by the adder 53, and the control amount IS is generated and output to the electric power steering device 4. In the VSA controller 7, the control addition amount Ab is added to the basic control amount IBb output from the VSA control base unit 71 by the adder 73, and the control amount IB is generated and output to the hydraulic unit 6.

  Thus, in the vehicle 1, understeer or oversteer is suppressed by the cooperation of the steering assist of the electric power steering device 4 and the braking control of the hydraulic unit 6, and the turning intended by the driver is realized. In attitude control, the ratio of steering is increased in areas where understeer and oversteer are small, and the ratio of braking is increased in areas where understeer and oversteer are large, thereby reducing the deterioration of the driver's steering feeling and driving feeling. I was able to.

  This is the end of the description of the specific embodiments, but the aspects of the present invention are not limited to these embodiments. For example, in both the above embodiments, the present invention is applied to a vehicle equipped with an electric power steering device, but the present invention can naturally be applied to a vehicle equipped with a hydraulic power steering device. In both the embodiments, the posture control is performed when the oversteer state and the understeer state of the vehicle are detected. However, only the oversteer state may be detected and the posture control may be performed. In addition, the specific configuration of the vehicle and the attitude control device, the specific procedure of the attitude control, and the like can be changed as appropriate without departing from the spirit of the present invention.

It is a top view which shows the apparatus structure of the vehicle in 1st Embodiment. It is a block diagram which shows the structure of the attitude | position control apparatus in 1st Embodiment. It is a flowchart which shows the procedure of the attitude | position control in 1st Embodiment. It is a 1st map for calculating | requiring a control coefficient from a yaw rate deviation. It is a 2nd map for calculating | requiring a control coefficient from the change rate of a yaw rate deviation. It is a block diagram which shows the structure of the attitude | position control apparatus in 2nd Embodiment. It is a flowchart which shows the procedure of the attitude | position control in 2nd Embodiment.

Explanation of symbols

1 vehicle 2fr wheel (steering wheel)
2fl wheel (steering wheel)
4 Electric power steering device 5 EPS controller (steering actuator controller)
6 Hydraulic unit (braking actuator)
7 VSA controller (braking actuator controller)
8 Yaw rate sensor (actual yaw rate detector)
9 Attitude control device 44 EPS motor (actuator for steering)
91 standard yaw rate calculation unit 92 subtractor (yaw rate deviation calculation unit)
93 Behavior determination unit (vehicle state detection unit)
95 Control coefficient setting unit 96 Addition amount calculation unit

Claims (4)

A vehicle state detector that detects an oversteer state and an understeer state;
A steering actuator that biases the steered wheels in a direction to steer,
A steering actuator controller for controlling the steering actuator;
A braking actuator capable of causing a difference in braking force between the left and right wheels;
A braking actuator controller for controlling the braking actuator;
An actual yaw rate detector for detecting the actual yaw rate of the vehicle;
A normative yaw rate calculator for calculating a normative yaw rate;
A yaw rate deviation calculating unit for calculating a yaw rate deviation between the reference yaw rate and the actual yaw rate;
While responding to the oversteer state or understeer state detected by the vehicle state detector,
A vehicle attitude control device that controls the steering actuator and the braking actuator according to the yaw rate deviation. When the vehicle state detection unit detects understeer, the control amount of the braking actuator is increased as the yaw rate deviation increases, and the control amount of the steering actuator is decreased.
When the vehicle state detection unit detects oversteer, the control amount of the braking actuator is increased as the yaw rate deviation increases, and the control amount of the steering actuator is maintained. Item 4. The vehicle attitude control device according to Item 1. When the change amount of the yaw rate deviation is calculated and the vehicle state detection unit detects understeer, the control amount of the steering actuator is decreased as the change amount of the yaw rate deviation increases, and the control of the brake actuator is performed. To keep the amount,
When the vehicle state detection unit detects oversteer, the control amount of the braking actuator is increased and the control amount of the steering actuator is decreased as the change amount of the yaw rate deviation increases. The vehicle attitude control device according to claim 1. A vehicle state detector for detecting an oversteer state;
A steering actuator that biases the steered wheels in a direction to steer,
A steering actuator controller for controlling the steering actuator;
A braking actuator capable of causing a difference in braking force between the left and right wheels;
A braking actuator controller for controlling the braking actuator;
An actual yaw rate detector for detecting the actual yaw rate of the vehicle;
A normative yaw rate calculator for calculating a normative yaw rate;
A yaw rate deviation calculating unit for calculating a yaw rate deviation between the reference yaw rate and the actual yaw rate;
When the vehicle state detection unit detects an oversteer state, the vehicle attitude control device controls the steering actuator and the braking actuator according to the yaw rate deviation.

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