JP2009166761A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device performing a desired anti-roll control, while maintaining a posture of a vehicle when disturbance is input. <P>SOLUTION: The vehicle control device 1 includes: a yaw rate detection means 2a for detecting yaw rate of the vehicle; a steering angle detection means 2b for detecting a steering angle and a steering angle direction of a steering device 8 of the vehicle; and a determination means 2c for determining that the disturbance is input, when the yaw rate is detected before an absolute value of the steering angle exceeds a predetermined value. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle control apparatus that controls a roll of a vehicle suitable for application to automobiles such as passenger cars, trucks, and buses.

  Some recent vehicles include a vehicle control device that performs anti-roll control to prevent rolling of the vehicle. As such a vehicle control device, in the suspension device, a cylinder is interposed between the vehicle body and each wheel so that the vehicle rolls outward during turning including lane change. The anti-roll control is performed by suppressing the stroke by increasing the stroke. In addition to the above-described method using the cylinder, the anti-roll control incorporates an actuator in the torsion portion of the stabilizer so as to positively increase the reaction force generated by the torsion portion of the stabilizer when the vehicle rolls. It is also realized by a stabilizer.

However, when such anti-roll control is performed, the following problems occur. In other words, when a lateral wind blows to the side of the vehicle, road surface unevenness, road cross-sectional gradient, that is, a road camber, or other disturbance is input to the vehicle, the vehicle is swung in the horizontal direction and turns passively, and is opposite to the direction of flow In other words, anti-roll control is performed to suppress the roll directed toward the outside of the turn, the roll direction to the inside of the turn that the disturbance exerts on the vehicle is the same as the roll direction by the anti-roll control, and the roll of the vehicle becomes larger instead There arises a problem that the posture cannot be maintained. Therefore, in the technique described in Patent Literature 1, roll control is performed only when the steering angle is equal to or greater than a certain threshold value, and disturbance is input by not performing roll control if the steering angle is less than the certain threshold value. The vehicle posture is maintained when
JP-A-6-270638

  However, in such a conventional vehicle control device, when the rudder angle is less than a certain threshold value and the vehicle is turning, the anti-roll control response at the initial stage of turning is reduced. Thus, there is a problem that desired roll control cannot be performed.

  In view of the above problems, an object of the present invention is to provide a vehicle control device capable of performing desired anti-roll control while maintaining a vehicle posture when a disturbance is input.

In order to solve the above problem, a vehicle control device according to the present invention provides:
Yaw rate detection means for detecting the yaw rate of the vehicle;
Rudder angle detection means for detecting the rudder angle and rudder angle direction of the vehicle steering device;
A determination means for determining that there is an input of disturbance when the yaw rate is detected before the absolute value of the rudder angle exceeds a predetermined value;
It is characterized by providing.

  The disturbance includes any one of a cross wind blowing on the side surface of the vehicle, road surface unevenness, and road cross section gradient, and the vehicle is swung in the lateral direction and passively turns without depending on the steering of the steering device. It becomes a factor to do. The steering angle may be a positive value from the neutral position of the steering device, a negative value from the counterclockwise direction, and the steering angle direction and the yaw rate may be a positive value from the clockwise direction and a negative value from the counterclockwise direction. However, these signs may be reversed.

  According to this, since the driver does not intend to turn at the time of the input of the disturbance, the steering side of the steering device, that is, the input side or the tire side, that is, the output side, before the steering angle is changed, Using the property that the yaw rate changes, the input of the disturbance can be more accurately determined by the determination means.

  Thus, by accurately determining the input of the disturbance, the anti-roll control is limited only when the input of the disturbance is determined. In other cases, particularly, the absolute value of the steering angle is less than a predetermined value. The anti-roll control can be reliably performed during the turning of the vehicle, and the desired anti-roll control can be performed while maintaining the vehicle posture when the disturbance is input and suppressing wasteful energy consumption by the roll control. Can be made possible.

Here, in the vehicle control device,
Preferably, the determination unit determines that the disturbance is input when the steering angle direction after the yaw rate is detected is opposite to the yaw rate. The reverse direction means that only one is a positive value and the sign is different.

  According to this, at the time of the input of the disturbance, the steering angle of the steering device on the input side or the output side of the steering device can be changed in the direction opposite to the direction of the yaw rate when the driver operates the steering wheel. The determination means can determine the disturbance input more accurately.

Furthermore, in the vehicle control device,
A roll control unit that performs anti-roll control that suppresses the roll of the vehicle, and a limiting unit that limits the anti-roll control of the roll control unit when the determination unit determines that there is an input of the disturbance. preferable.

  According to this, the anti-roll control of the roll control unit is limited by the limiting unit only when the input of the disturbance is determined by the determination unit, and in other cases, the anti-roll control by the roll control unit is limited. Roll control can be performed reliably. Thereby, when the input of the disturbance is determined by the determination means, the vehicle posture when the disturbance is input is maintained, and wasteful energy consumption due to the roll control is suppressed. When turning with the absolute value of the rudder angle less than a predetermined value, desired anti-roll control can be performed by the roll control means.

In addition, in the vehicle control device,
Release means for releasing the restriction of anti-roll control of the roll control means by the restriction means when the rudder angle direction after the determination is opposite to the rudder angle direction after the yaw rate is detected. It is preferable to provide.

  According to this, after the input of the disturbance, when the steering angle direction after the yaw rate is detected and the steering angle direction after the determination are opposite, after the yaw rate is detected In this case, it is considered that the driver is further turning the steering wheel in a direction to converge the rudder angle by the steering wheel operation of the driver. The restriction on the anti-roll control of the roll control means can be released by the release means, and the anti-roll control of the roll control means can be promptly shifted.

Alternatively, in the vehicle control device,
When the absolute value of the rudder angle after the determination is less than the predetermined value, there may be provided a release means for releasing the restriction of the anti-roll control of the roll control means by the restriction means.

  According to this, after the input of the disturbance, when the absolute value of the rudder angle after the determination is less than the predetermined value, the rudder angle by the steering operation of the driver after the yaw rate is detected. Even in this case, the restriction of the anti-roll control of the roll control means by the restriction means is released, and the process immediately proceeds to the anti-roll control of the roll control means. can do.

Here, in the vehicle control device,
It is preferable that the limiting unit is a dead zone adjusting unit that adjusts a dead zone of the roll control unit.

  According to this, when the input of the disturbance is determined by the determination unit, the content of the limitation is more flexible than the limitation unit simply prohibits the anti-roll control by the roll control unit. Thus, the driver's intention to turn can be more easily reflected.

In addition, in the vehicle control device,
It is preferable that the dead zone adjusting means adjusts the dead zone based on the yaw rate.

  According to this, when the yaw rate is large, the threshold that forms the dead zone is adjusted to be smaller as the yaw rate is larger. The higher the possibility of a handle operation by a person, the less the restriction of anti-roll control by the roll control means, and the quicker transition to anti-roll control by the roll control means can be made.

  The vehicle control device according to the present invention can be combined with a so-called straight-run yaw rate feedback control that controls the steering device in a direction that cancels the yaw rate during straight-running.

In other words, this combination is
When provided with a steering control means for controlling the steering device in a direction to cancel the yaw rate, and when the determination means has a rudder angle direction on the output side after the yaw rate is detected being opposite to the yaw rate, This can be realized by determining that there is an input of the disturbance.

  According to this, after the yaw rate is detected, the steering control means controls the steering device in a direction to cancel the yaw rate, and accordingly, the steering angle direction on the output side is opposite to the yaw rate. By utilizing this change, the determination means can more accurately determine that there is an input of the disturbance.

Furthermore, in the vehicle control device,
It is preferable that the steering device includes a steering angle variable mechanism that varies a ratio of the steering angle on the input side and the steering angle on the output side.

  According to this, even if a change in the steering angle on the output side occurs when the steering control means controls the steering device in a direction to cancel the yaw rate, the steering angle on the input side is adjusted by adjusting the steering angle ratio. Can be made smaller than the change in the steering angle on the output side, so that it is possible to prevent the driver from feeling uncomfortable by the control by the steering control means.

In addition, in the vehicle control device,
A roll control unit that performs anti-roll control that suppresses the roll of the vehicle, and a limiting unit that limits the anti-roll control of the roll control unit when the determination unit determines that there is an input of the disturbance. preferable.

  According to this, only when the input of the disturbance is determined by the determination unit, the limiting unit limits the anti-roll control of the roll control unit, and in other cases, particularly the absolute value of the rudder angle When the vehicle is turning less than a predetermined value, the anti-roll control by the roll control means can be reliably performed. Thereby, when the input of the disturbance is determined by the determination unit, the vehicle posture when the disturbance is input is maintained, and wasteful energy consumption due to the roll control is suppressed, while in other cases Can perform desired anti-roll control by the roll control means.

  In addition, in the case where the steering device is controlled in the direction to cancel the yaw rate by the steering control means, the driver does not need to operate the steering wheel when traveling straight, but the control parameter is used when performing the anti-roll control. If the estimated lateral G obtained by the vehicle speed and the steering angle on the output side is used, the yaw rate due to the roll by the anti-roll control is generated when going straight, and the driver will feel uncomfortable, When it is determined that the disturbance input is present, the anti-roll control can be restricted, so that this uncomfortable feeling can be eliminated.

Furthermore, in the vehicle control device,
When the absolute value of the rudder angle after the determination is equal to or greater than the predetermined value, it is preferable to include an ending unit that ends the restriction of the anti-roll control of the roll control unit by the limiting unit.

  According to this, after the input of the disturbance, when the absolute value of the rudder angle after the determination is equal to or greater than the predetermined value, the steering control unit that is provided after the yaw rate is detected is applied. In this case, the roll control by the restricting means is utilized by utilizing that it is considered that the driver is actively turning the steering wheel after the yaw rate is converged by the steering angle. By limiting the anti-roll control of the means by the ending means, it is possible to promptly shift to the anti-roll control of the roll control means.

Here, in the vehicle control device,
It is preferable that the limiting unit is a dead zone adjusting unit that adjusts a dead zone of the roll control unit.

  According to this, when the input of the disturbance is determined by the determination unit, the content of the limitation is more flexible than the limitation unit simply prohibits the anti-roll control by the roll control unit. Thus, the driver's intention to turn can be more easily reflected.

In addition, in the vehicle control device,
It is preferable that the dead zone adjusting means adjusts the dead zone based on the yaw rate.

  According to this, when the yaw rate is large, the threshold that forms the dead zone is adjusted to be smaller as the yaw rate is larger. The higher the possibility of a handle operation by a person, the less the restriction of anti-roll control by the roll control means, and the quicker transition to anti-roll control by the roll control means can be made.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle control apparatus which can perform desired anti-roll control can be provided, hold | maintaining the vehicle attitude | position when disturbance is input.

  The best mode for carrying out the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing an embodiment of a vehicle control device according to the present invention, and FIG. 2 is a schematic diagram showing a map used in an embodiment of the vehicle control device according to the present invention.

  The vehicle control apparatus 1 of this embodiment includes an active stabilizer ECU 2 (Electronic Control Unit), a yaw rate sensor 3, a lateral G sensor 4, an actuator 5, an EPS ECU 6 (Electronic Power Steering Electronic Control Unit), and a steering angle sensor 7. And EPS 8 (Electronic Power Steering) and a turning angle sensor 9. The active stabilizer ECU 2 and the EPS ECU 6 are connected according to a communication standard such as CAN (Controller Area Network).

  The active stabilizer ECU 2 is composed of, for example, a CPU, a ROM, a RAM, a data bus and an input / output interface for interconnecting them, and the CPU performs each process described below in accordance with a program stored in the ROM, whereby the yaw rate is increased. The detection means 2a, the steering angle detection means 2b, the determination means 2c, the roll control means 2d, the dead zone adjustment means 2e, and the release means 2f are configured.

  The yaw rate sensor 3 is provided, for example, on a floor located approximately in the middle of the vehicle longitudinal direction and lateral direction of the vehicle, and is an angular acceleration sensor that detects angular acceleration in the circumferential direction of the center of gravity of the vehicle with the vertical axis as the central axis, that is, yaw rate. The detection result is output to the active stabilizer ECU 2.

  The lateral G sensor 4 is also provided, for example, on a floor located approximately in the middle of the vehicle longitudinal direction and lateral direction of the vehicle, and is constituted by an acceleration sensor that detects lateral acceleration of the vehicle, that is, lateral G. Yes, the detection result is output to the active stabilizer ECU 2.

  The actuator 5 is a motor that couples a pair of left and right torsion parts of an active stabilizer including a pair of left and right torsion parts (not shown) and a pair of left and right arm parts, and the stator constituting the motor is one torsion part, and the rotor is It is connected to the other torsion part. The actuator 5 increases the reaction force generated in the pair of arm portions of the stabilizer based on control described later by the roll control means 2d of the active stabilizer ECU 2. The distal ends of the pair of arm portions of the stabilizer are connected to a pair of knuckles that constitute a left and right suspension device of the vehicle and rotatably support wheels (not shown).

  The EPS ECU 6 includes, for example, a CPU, a ROM, a RAM, a data bus that connects them, and an input / output interface. The CPU performs each process described below in accordance with a program stored in the ROM. The torque generated by the motor of the assist force generator of the EPS 8 is controlled so as to control the steering angle, ie, the turning angle, of the output side of the EPS 8, which is the steering device, based on the steering angle, ie, the steering angle, input by the steering wheel. It is something to control.

  The steering angle sensor 7 is provided inside the EPS 8 and detects a steering angle, that is, a steering angle input by the driver through the steering wheel, and outputs a detection result to the EPS ECU 6. In the following description, the steering angle, that is, the steering angle on the input side, is referred to as a steering angle, and the steering angle direction is referred to as a steering angle direction in order to distinguish from the steering angle on the output side, that is, the steering angle.

  The turning angle sensor 9 is provided inside the EPS 8, detects the steering angle on the output side output by the EPS 8 based on the steering angle input by the driver through the steering wheel, that is, the turning angle, and outputs the detection result to the EPS ECU 6. To do. In the following description, the steering angle on the tire side, that is, the output side is referred to as the steering angle in order to distinguish from the steering angle on the input side, that is, the steering angle.

  The yaw rate detection means 2a of the active stabilizer ECU 2 detects the yaw rate of the vehicle based on the detection result of the yaw rate sensor 3, and the steering angle detection means 2b determines the steering angle, steering angle direction and turning angle of the EPS 8 as the steering angle. Based on the detection results of the sensor 7 and the turning angle sensor 9, detection is performed via the EPS ECU 6 and the CAN. The steering angle is a positive value from the neutral position of the EPS 8 and a negative value to the left, and the steering angle direction and the yaw rate are a positive value from the right and a negative value from the left.

  In addition, the determination unit 2c of the active stabilizer ECU 2 determines the yaw rate Y1 by the yaw rate detection unit 2a before the absolute value of the steering angle θ1 detected by the steering angle detection unit 2b exceeds a predetermined value θa that is a straight traveling determination steering angle value. Is detected, and when the steering angle direction θ2 after the yaw rate Y1 is detected is opposite to the yaw rate Y1, it is determined that there is an input of disturbance. The disturbance is a factor that passively turns the vehicle, such as a crosswind blowing on the side of the vehicle, road surface unevenness, and road cross section gradient.

  Further, the roll control means 2d of the active stabilizer ECU 2 uses the lateral G detected by the lateral G sensor 4 in the high speed range and the vehicle speed and the turning angle obtained from the wheel speed sensor (not shown) via the CAN in the low speed range. Based on the estimated lateral G, the roll generated in the vehicle is calculated, and the actuator 5 incorporated in the active stabilizer is configured to generate a roll in a direction to suppress the roll generated in the vehicle by the active stabilizer. To perform anti-roll control.

  In this case, the limit means of the active stabilizer ECU 2, here the dead zone adjusting means 2e, shows the threshold value of the dead zone for the lateral G of the roll control means 2d when the judging means 2c judges that there is an input of disturbance. In this way, the anti-roll control of the roll control means 2d is limited by adjusting the yaw rate Y1 so as to become smaller.

  In addition, the release means 2f of the active stabilizer ECU 2 is such that the steering angle direction θ3 after the determination means 2c determines that the disturbance is input is opposite to the steering angle direction θ2 after the yaw rate Y1 is detected, that is, θ3. When the product of .theta.2 is a negative value, the restriction of the anti-roll control of the roll control means 2d by the restriction means, ie, the dead zone adjusting means 2e, is released.

  Further, the release means 2f of the active stabilizer ECU 2 is a roll by the limiting means, that is, the dead zone adjusting means 2e, when the absolute value of the steering angle θ4 after the determination means 2c determines that there is an input of disturbance is less than a predetermined value θa. The restriction on the anti-roll control of the control means 2d is released.

  Hereinafter, the control content of the vehicle control apparatus 1 of a present Example is demonstrated using a flowchart. FIG. 3 is a flowchart showing the contents of control by an embodiment of the vehicle control apparatus according to the present invention.

  As shown in S1 in FIG. 3, the yaw rate detection means 2a of the active stabilizer ECU 2 detects the yaw rate based on the detection result of the yaw rate sensor 3, and in S2, the determination means 2c determines whether the yaw rate Y1 has occurred. If it has occurred, the process proceeds to S3. If not, the process returns to S1.

  In S3, the steering angle detection means 2b of the active stabilizer ECU 2 detects the steering angle θ1 when the yaw rate Y1 is generated and the steering angle direction θ2 after the yaw rate Y1 is generated, and proceeds to S4, and the determination means 2c generates the yaw rate Y1. When the absolute value of the steering angle θ1 at the time is less than the straight traveling determination steering angle value, that is, the predetermined value θa, it is determined whether the product of the steering angle direction θ2 and the yaw rate Y1 is a negative value and in the reverse direction. Proceed to S5, and if negative, return to S1.

  In S5, the determination unit 2c of the active stabilizer ECU 2 determines that there is an input of disturbance, and the dead zone adjustment unit 2e sets the dead zone threshold for the lateral G of the roll control unit 2d as shown in FIG. The calculation for adjusting to become smaller as it becomes larger is started.

  Subsequently, in S6, the steering angle detection means 2b of the active stabilizer ECU 2 determines the steering angle direction θ3 after the determination means 2c determines that there is an input of disturbance, and the steering after the determination means 2c determines that there is an input of disturbance. The angle θ4 is detected and the process proceeds to S7. In S7, the release means 2f of the active stabilizer ECU 2 determines that the steering angle direction θ3 after the determination means 2c determines that the disturbance is input is opposite to the steering angle direction θ2 after the yaw rate Y1 is detected. Alternatively, when the absolute value of the steering angle θ4 after the determination unit 2c determines that there is disturbance input is less than the predetermined value θa, the anti-roll control of the roll control unit 2d by the limiting unit, that is, the dead zone adjusting unit 2e, is limited. The calculation is terminated to cancel

  According to the first embodiment described above, the following effects can be obtained. In other words, when the disturbance is input, the driver does not have the intention to turn, so that the active stabilizer is utilized by utilizing the property that the yaw rate changes before the steering angle on the steering wheel side, that is, the input side of the EPS 8 changes. The determination means 2c of the ECU 2 can more accurately determine the disturbance input.

  As described above, the determination unit 2c accurately determines the input of the disturbance by detecting that the yawing Y1 is generated before the absolute value of the steering angle θ1 becomes equal to or greater than the predetermined value θa. Only when the disturbance input is determined by 2c, the anti-roll control is limited based on the adjustment of the dead zone of the dead zone adjusting means 2e. In other cases, particularly, the absolute value of the steering angle θ1 is less than the predetermined value θa. Anti-roll control can be reliably performed during turning. That is, by these, it is possible to perform desired anti-roll control while maintaining the vehicle posture when disturbance is input and suppressing wasteful energy consumption due to roll control.

  Furthermore, in addition to the fact that the determination means 2c generates yawing Y1 before the absolute value of the steering angle θ1 exceeds the predetermined value θa, the steering angle direction θ2 after the yaw rate Y1 is detected is the yaw rate Y1. When the disturbance is input, the steering angle of the EPS 8 can be changed in the direction opposite to the direction of the yaw rate Y1 by the driver's steering wheel operation when the disturbance is input. Can be used to more accurately determine the input of the disturbance.

  In addition, when the determination unit 2c of the active stabilizer ECU 2 determines that there is an input of disturbance, the dead zone adjustment unit 2e limits the anti-roll control of the roll control unit 2d, so that the input of disturbance is determined by the determination unit 2c. The anti-roll control can be restricted only in the case where the anti-roll control is performed, and the anti-roll control can be reliably performed in other cases.

  As a result, when the disturbance input is determined by the determination unit 2c, the anti-roll control is limited to maintain the vehicle posture when the disturbance is input, and in other cases, particularly the absolute steering angle θ1 is maintained. During turning traveling when the value is less than the predetermined value θa and it is determined that the vehicle is traveling straight, desired anti-roll control by the roll control means 2d can be performed.

  Further, after the input of the disturbance, when the steering angle direction θ2 after the yaw rate Y1 is detected and the steering angle direction θ3 after the determination of the presence of the disturbance input are opposite directions, after the yaw rate Y1 is detected Since it is considered that the driver is further operating the steering wheel in a direction to converge the steering angle θ1 for correction by the driver's steering wheel operation, the determination means 2c determines whether there is an input of disturbance. When the rear steering angle direction θ3 is opposite to the steering angle direction θ2 after the yaw rate Y1 is detected, the restriction means, that is, the restriction of the anti-roll control of the roll control means 2d by the dead zone adjusting means 2e is released. By releasing by 2f, it is possible to promptly shift to anti-roll control by the roll control means 2d.

  In addition, when the absolute value of the steering angle θ4 after the determination of the presence of disturbance input is less than the predetermined value θa, the steering angle θ1 by the driver's steering operation after the yaw rate Y1 is detected is converged. Therefore, by releasing the restriction of the anti-roll control of the roll control means 2d by the release means 2f, it is possible to quickly shift to the anti-roll control of the roll control means 2d.

  Further, when the dead zone input is determined by the determination unit 2c by adjusting the dead zone of the roll control unit 2d by the dead zone adjustment unit 2e, thereby limiting the anti-roll control of the roll control unit 2d, the roll control is performed. Compared to simply prohibiting the anti-roll control by the means 2d, it is possible to make the content of the restriction flexible and to reflect the driver's intention more easily.

  That is, the dead zone adjusting means 2e adjusts the dead zone based on the yaw rate. That is, when the yaw rate Y1 is large, the driver is likely to operate the steering wheel. As Y1 is larger, the smaller the adjustment is, the higher the possibility of steering operation by the driver, the less the restriction on anti-roll control by the roll control means 2d, and the anti-roll control by the roll control means 2d with respect to the lateral G change. In particular, the initial responsiveness can be improved, and the anti-roll control can be promptly shifted.

  Note that the vehicle control device according to the present invention can be combined with the straight yaw rate feedback control for improving the straight running stability of the vehicle by controlling the steering device in a direction that cancels the yaw rate during straight running. The second embodiment will be described below.

  FIG. 4 is a schematic diagram showing an embodiment of a vehicle control device according to the present invention, and FIG. 5 is a schematic diagram showing a map used in an embodiment of the vehicle control device according to the present invention. In addition, about the same component as what was shown in Example 1, the same code | symbol is attached | subjected and the overlapping description shall be omitted.

  The vehicle control device 11 of this embodiment includes an active stabilizer ECU 2, a yaw rate sensor 3, a lateral G sensor 4, an actuator 5, an EPS ECU 6, a steering angle sensor 7, an EPS 8, and a turning angle sensor 9. Composed. The active stabilizer ECU 2 and the EPS ECU 6 are connected according to a communication standard such as CAN.

  The active stabilizer ECU 2 is composed of, for example, a CPU, a ROM, a RAM, a data bus and an input / output interface for interconnecting them, and the CPU performs each process described below in accordance with a program stored in the ROM, whereby the yaw rate is increased. The detection means 2a, the steering angle detection means 2b, the determination means 2c, the roll control means 2d, the dead zone adjustment means 2e, and the end means 2g are configured.

  The EPS ECU 6 includes, for example, a CPU, a ROM, a RAM, a data bus that connects them, and an input / output interface. The CPU performs each process described below in accordance with a program stored in the ROM. Based on the steering angle of the input side that is input by the steering wheel, that is, the steering angle, the motor of the assist force generation unit of the EPS 8 is controlled so as to control the steering angle of the output side of the EPS 8 that is the steering device, that is, the steering angle. The steering control means 6a that performs the following control is configured.

  The EPS 8 includes a variable steering gear ratio mechanism (VGRS: Variable Gear Ratio Steering) that varies the ratio of the steering angle on the input side, that is, the steering wheel side, and the steering angle on the output side, that is, the tire side. This steering angle varying mechanism is constituted by an eccentric pin mechanism including an eccentric cam, an eccentric pin, and an adapting plate. Note that the detailed structure is the same as a well-known structure, and therefore a detailed description is omitted here.

  The steering control means 6a of the EPS ECU 6 obtains the yaw rate detected by the yaw rate detection means 2a of the active stabilizer ECU 2 based on the detection result of the yaw rate sensor 3 via the CAN, and the steering angle detected by the steering angle sensor 7 is straight-advancing determination steering. When the yaw rate is generated when the angle value is less than θa, the EPS 8 is controlled so as to generate a steering torque in a direction to cancel the yaw rate.

  The yaw rate detection means 2a of the active stabilizer ECU 2 detects the yaw rate of the vehicle based on the detection result of the yaw rate sensor 3, and the steering angle detection means 2b steers the steering angle, turning angle, and turning angle direction of the EPS 8. Based on the detection results of the angle sensor 7 and the turning angle sensor 9, detection is performed via the EPS ECU 6 and the CAN. The disturbance is a factor that passively turns the vehicle, such as a crosswind blowing on the side of the vehicle, road surface unevenness, and road cross section gradient. Further, the steering angle and the turning angle are positive values from the neutral position of the EPS 8, and the counterclockwise direction is a negative value, and the turning angle direction and the yaw rate are positive values in the clockwise direction and negative values in the counterclockwise direction.

  The determining means 2c of the active stabilizer ECU 2 determines that the disturbance angle θt on the output side after the yaw rate Y11 is detected is opposite to the yaw rate Y11, that is, when the product of θt and Y11 is a negative value. It is determined that there is an input. In addition, when the determination unit 2c determines that there is an input of disturbance, the dead zone adjustment unit 2e decreases the dead zone threshold for the lateral G of the roll control unit 2d as the yaw rate Y1 increases as shown in FIG. The anti-roll control of the roll control means 2d is limited by adjusting so as to be.

  In addition, the end means 2g of the active stabilizer ECU 2 is a roll control means by the dead zone adjusting means 2e when the absolute value of the steering angle θ12 after the determination means 2c determines that there is an input of disturbance is greater than or equal to a predetermined value θa. End the 2d anti-roll control restriction.

  Hereinafter, the control content of the vehicle control apparatus 11 of a present Example is demonstrated using a flowchart. FIG. 5 is a flowchart showing the contents of control by one embodiment of the vehicle control apparatus according to the present invention.

  As shown in S11 in FIG. 5, the yaw rate detection means 2a of the active stabilizer ECU 2 detects the yaw rate based on the detection result of the yaw rate sensor 3, and in S12, the determination means 2c determines whether the yaw rate Y11 has occurred. If it has occurred, the process proceeds to S13. If not, the process returns to S11.

  In S13, the steering angle detection means 2b of the active stabilizer ECU 2 detects the steering angle θ11 when the yaw rate Y11 is generated and the steering angle direction θt after the yaw rate Y11 is generated, and proceeds to S14. The determination means 2c determines the yaw rate Y11. The absolute value of the steering angle θ11 at the time of occurrence is less than the straight traveling determination steering angle value, that is, the predetermined value θa, and it is determined whether the product of the turning angle direction θt and the yaw rate Y11 is a negative value and in the reverse direction. If yes, proceed to S15, and if no, return to S11.

  In S15, the determination unit 2c of the active stabilizer ECU 2 determines that there is an input of disturbance, and the dead zone adjustment unit 2e sets the dead zone threshold for the lateral G of the roll control unit 2d as shown in FIG. The calculation for adjusting to become smaller as it becomes larger is started.

  Subsequently, in S16, the steering angle detection means 2b of the active stabilizer ECU 2 detects the steering angle θ12 after the determination means 2c determines that there is an input of disturbance, and proceeds to S17. In S17, when the absolute value of the steering angle θ12 after the determination unit 2c determines that there is an input of disturbance is greater than or equal to the predetermined value θa, the end unit 2g of the active stabilizer ECU 2 uses the limiting unit, that is, the dead zone adjustment unit 2e. The calculation is ended to end the restriction of the anti-roll control of the roll control means 2d.

  According to the second embodiment described above, in addition to the functions and effects obtained by the first embodiment, the following functions and effects can be obtained. That is, the determination means 2c of the active stabilizer ECU 2 can determine that there is an input of disturbance when the turning angle direction θt on the output side after the yaw rate Y11 is detected is opposite to the yaw rate Y11. The control of the vehicle control device 11 according to the second embodiment can be applied to a vehicle that is performing straight-ahead yaw feedback control.

  That is, after the yaw rate Y11 is detected, the steering control means 6a of the EPS ECU 6 controls the EPS 8 in a direction to cancel the yaw rate Y11, and accordingly, the turning angle direction θt on the output side of the EPS 8 is opposite to the yaw rate Y11. By utilizing this change, the determination means 2c can determine that there is an input of disturbance.

  In addition, when the EPS 8 is controlled in the direction to cancel the yaw rate Y11 by the steering control means 6a, the driver does not need to operate the steering wheel when going straight, but the vehicle speed is particularly low when performing anti-roll control. If the estimated lateral G obtained from the vehicle speed and the output side turning angle is used, a yaw rate due to different rolls due to anti-roll control before and after the vehicle is generated when traveling straight, Although an uncomfortable feeling is given, when it is determined that there is a disturbance input, the anti-roll control can be appropriately limited by adjusting the dead zone adjusting means 2e, so that the uncomfortable feeling can be eliminated.

  Further, the EPS 8 includes a steering angle variable mechanism that makes the ratio of the steering angle on the input side and the steering angle on the output side variable so that the steering control means 6a of the EPS ECU 6 controls the EPS 8 in a direction that cancels the yaw rate Y11. Even if a change in the steering angle on the output side occurs, the change in the steering angle on the input side can be made smaller than the change in the steering angle on the output side by adjusting the ratio of the steering angle and the steering angle. It is possible to prevent the driver from feeling uncomfortable by the control by the steering control means 6a.

  Further, in the case where the absolute value of the steering angle θ12 after determining that there is an input of disturbance is greater than or equal to the predetermined value θa, the turning angle θt given by the steering control means 6a after the yaw rate Y11 is detected, After the yaw rate Y11 has converged, it is considered that the driver is actively operating the steering wheel with the intention of turning, so the absolute value of the steering angle θ12 after determining that there is an input of disturbance is a predetermined value. When it is equal to or larger than θa, the anti-roll control of the roll control means 2d can be quickly executed by terminating the anti-roll control restriction of the roll control means 2d by the end means 2g of the active stabilizer ECU 2.

  Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various modifications and substitutions are made to the above-described embodiments without departing from the scope of the present invention. be able to.

  For example, in the second embodiment, when the steering control means 6a of the EPS ECU 6 acquires the yaw rate, the detection result of the yaw rate sensor 3 connected to the active stabilizer ECU 2 is used, but a separate yaw rate sensor connected to the EPS ECU 6 is used. You can also

  In addition, the maps shown in FIGS. 2 and 5 are configured such that the threshold value of the lateral G, that is, the dead zone is continuously decreased with respect to the increase in the yaw rate, but may be configured to decrease stepwise. .

  Furthermore, in the first and second embodiments described above, the turning angle is detected by using the turning angle sensor 9, but the steering detected by the steering angle sensor 7 based on the ratio of the steering angle and the turning angle obtained in advance. It is good also as a structure calculated | required by calculation from an angle.

  In addition, in the above-described embodiment, the dead zone adjusting unit 2e is used as the limiting unit for limiting the anti-roll control by the roll control unit 2d. However, when the determining unit 2c determines that there is an input of disturbance, the limiting unit It is of course possible to prohibit the anti-roll control.

  The present invention relates to a vehicle control device applied to an automobile, and performs desired anti-roll control while maintaining the vehicle posture when a disturbance is input by changing the control contents of a relatively minor device. Therefore, the present invention can be applied to various vehicles such as passenger cars, trucks, buses and the like and is useful.

It is a mimetic diagram showing one embodiment of a vehicle control device concerning the present invention. It is a schematic diagram which shows the map used for one Embodiment of the vehicle control apparatus which concerns on this invention. It is a flowchart which shows the control content of one Embodiment of the vehicle control apparatus which concerns on this invention. It is a mimetic diagram showing one embodiment of a vehicle control device concerning the present invention. It is a schematic diagram which shows the map used for one Embodiment of the vehicle control apparatus which concerns on this invention. It is a flowchart which shows the control content of one Embodiment of the vehicle control apparatus which concerns on this invention.

Explanation of symbols

1 Vehicle control device 2 Active stabilizer ECU
2a Yaw rate detection means 2b Steering angle detection means 2c Determination means 2d Roll control means 2e Dead band adjustment means 2f Release means 2g Termination means 3 Yaw rate sensor 4 Lateral G sensor 5 Actuator 6 EPSECU
6a Steering control means 7 Steering angle sensor 8 EPS
9 Steering angle sensor 11 Vehicle control device

Claims (14)

  The yaw rate detecting means for detecting the yaw rate of the vehicle, the rudder angle detecting means for detecting the rudder angle and rudder angle direction of the vehicle steering device, and the yaw rate was detected before the absolute value of the rudder angle exceeded a predetermined value. A vehicle control apparatus comprising: a determination unit that determines that there is disturbance input.   The vehicle control device according to claim 1, wherein the disturbance includes any one of a cross wind blowing on a side surface of the vehicle, a road surface unevenness, and a road cross section gradient.   3. The determination according to claim 1, wherein the determination unit determines that there is an input of the disturbance when the steering angle direction after the yaw rate is detected is opposite to the yaw rate. 4. Vehicle control device.   A roll control unit that performs anti-roll control for suppressing the roll of the vehicle, and a limiting unit that limits the anti-roll control of the roll control unit when the determination unit determines that there is an input of the disturbance. The vehicle control device according to any one of claims 1 to 3, wherein   Release means for releasing the restriction of anti-roll control of the roll control means by the restriction means when the rudder angle direction after the determination is opposite to the rudder angle direction after the yaw rate is detected. The vehicle control device according to claim 4, further comprising:   5. The apparatus according to claim 4, further comprising: a releasing unit that releases the restriction of the anti-roll control of the roll control unit by the limiting unit when the absolute value of the rudder angle after the determination is less than the predetermined value. Or the vehicle control apparatus of 5.   The vehicle control device according to any one of claims 4 to 6, wherein the limiting means is a dead band adjusting means for adjusting a dead band of the roll control means.   The vehicle control device according to claim 7, wherein the dead zone adjusting unit adjusts the dead zone based on the yaw rate.   When provided with a steering control means for controlling the steering device in a direction to cancel the yaw rate, and when the determination means has a rudder angle direction on the output side after the yaw rate is detected being opposite to the yaw rate, The vehicle control device according to claim 1, wherein it is determined that the disturbance is input.   The vehicle control device according to claim 9, wherein the steering device includes a steering angle variable mechanism that varies a ratio of a steering angle on an input side and a steering angle on an output side.   A roll control unit that performs anti-roll control for suppressing the roll of the vehicle, and a limiting unit that limits the anti-roll control of the roll control unit when the determination unit determines that there is an input of the disturbance. The vehicle control device according to claim 9 or 10, characterized in that   12. An ending unit for ending restriction of anti-roll control of the roll control unit by the restriction unit when the absolute value of the rudder angle after the determination is equal to or greater than the predetermined value. The vehicle control device described in 1.   The vehicle control device according to claim 11 or 12, wherein the limiting means is a dead band adjusting means for adjusting a dead band of the roll control means.   The vehicle control apparatus according to claim 13, wherein the dead zone adjusting unit adjusts the dead zone based on the yaw rate.

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