JP2013018326A - Vehicle turning behavior control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform excellent attitude control of a vehicle regardless of a running state of the vehicle by cooperatively controlling the differential limiting means that adjusts the differential restriction power to be acted between right and left wheels that influence the steer characteristic with the braking device that adjusts the braking force to the wheels.SOLUTION: A vehicle turning behavior control device includes: a request yaw moment operation means 41 to be added to a vehicle 1 that includes front, back, right and left wheels; a first yaw motion adjustment means that adjusts driving force to right and left wheels of front wheels or rear wheels; a second yaw motion adjustment means 33 that adjusts the braking force of the brake device to right and left wheels at least in one side of the front wheel or the rear wheel; a turning inner ring slip detecting means 43 when turning of a vehicle; and a turn state control means 44 of the vehicle that controls the yaw motion adjustment means. The turn state control means performs adjustment of the driving force difference by the first yaw motion adjustment means and adjustment of the driving force difference by the second yaw motion adjustment means based on the detection result of the slip detecting means and controls the contribution rates of the first and the second yaw motion adjustment means to the request yaw moment.

Description

  The present invention relates to a vehicle turning behavior control apparatus.

  An electronically controlled differential limiting device (electronic control LSD) using a control device such as a clutch, pump, motor, etc. is provided between the left and right wheels of the front and rear wheels to which the driving force of the engine is transmitted. A technique has been put to practical use in which a differential limiting force is applied between the left and right wheels to move torque from a higher wheel speed to a lower wheel speed, thereby appropriately controlling the running characteristics of the vehicle. However, this technology is intended to suppress understeer and oversteer during vehicle turning, and when controlling the differential limiting force by focusing on the wheel speed of the left and right wheels, the wheel speed of the left and right wheels Since it is only one of the indexes representing the value, it may be insufficient to appropriately control the differential limiting force. This is because, even if the wheel speeds of the left and right wheels are the same, the optimum differential limiting force differs depending on whether the vehicle's steer characteristic is understeer or oversteer. The differential limiting force may be improperly controlled.

  Therefore, the present applicant drives according to the combination of the steering characteristic determined by the steering characteristic determining means for determining the steering characteristic of the current vehicle and the magnitude relationship between the wheel speeds of the left and right wheels detected by the wheel speed detecting means. The differential control means that can adjust the differential limiting force between the left and right wheels to which the driving force from the power source is transmitted. Patent Document 1 proposes to control the differential limiting means based on the corrected differential limiting force by acting on the correction correction side or the decrease correction side.

JP 2007-239819 A

  In Patent Document 1, driving is performed according to the combination of the steering characteristic determined by the steering characteristic determination unit that determines the steering characteristic of the current vehicle and the magnitude relationship between the wheel speeds of the left and right wheels detected by the wheel speed detection unit. As a correction amount for the differential limiting force to be applied between the left and right wheels by the differential limiting means capable of adjusting the differential limiting force between the left and right wheels to which the driving force from the power source is transmitted, the turning correspondence control amount is increased on the correction side or It acts on the decrease correction side. And by controlling the differential limiting means based on the corrected differential limiting force, the differential limiting force between the left and right wheels is appropriately controlled to achieve good steering characteristics regardless of the running state of the vehicle. Yes. However, when the steer characteristic control is performed by the differential limiting means alone, there is a limit, and more various vehicle steer characteristics, in other words, vehicle attitude control is required.

  According to the present invention, the differential limiting means for adjusting the differential limiting force to be applied between the left and right wheels, which affect the steering characteristics, and the brake device for adjusting the braking force to the wheels are cooperatively controlled. It is an object of the present invention to propose a vehicle turning behavior control device that can perform good vehicle attitude control regardless of the running state.

  A vehicle turning behavior control apparatus according to the present invention includes a required yaw moment calculating means for calculating a required yaw moment to be added to a vehicle having front, rear, left and right wheels, and adjusting the driving force of the front wheel or the rear wheel on the left and right wheels to adjust the driving force. The first yaw motion adjusting means for adjusting the driving force difference between the left and right wheels, and the braking force of the brake device for the left and right wheels in at least one of the front wheels or the rear wheels is adjusted to adjust the driving force difference between the left and right wheels. The second yaw motion adjusting means, the inner wheel slip detecting means for detecting the slip ratio of the turning inner wheel when the vehicle is turning, the first yaw motion adjusting means and the second yaw motion adjusting means are controlled to turn the vehicle. A turning state control means for controlling the state, and the turning state control means adjusts the driving force difference by the first yaw movement adjustment means and the second yaw movement adjustment means based on the detection result of the slip detection means. Adjusts the driving force difference due, is characterized by controlling the contributions of the first and second yaw controller to the required yaw moment.

  According to the present invention, the turning state control means adjusts the driving force of the front wheel or the rear wheel to the left and right wheels based on the detection result of the slip detection means for detecting the slip ratio of the turning inner wheel when the vehicle turns. Driving between the left and right wheels by adjusting the driving force difference by the first yaw motion adjusting means for adjusting the driving force difference between the wheels and adjusting the braking force of the brake device for the left and right wheels in at least one of the front wheels and the rear wheels The drive force difference is adjusted by the second yaw motion adjusting means for adjusting the force difference, and the contribution ratio of the first and second yaw motion adjusting means to the requested yaw moment calculated by the requested yaw moment calculating means is controlled. Therefore, cooperative control of the differential limiting means for adjusting the differential limiting force to be applied between the left and right wheels, which affects the steering characteristics, and the brake device for adjusting the braking force to the wheels is performed in cooperation to control the vehicle steering. Since sex (attitude control of the vehicle) is adjusted, regardless of the running state of the vehicle, it is possible to realize a better steering characteristic.

The typical block block diagram which shows the whole structure of the vehicle turning behavior control apparatus which concerns on embodiment of this invention. The typical control block diagram which mainly shows control of the vehicle turning behavior control apparatus which concerns on one Embodiment of this invention. The figure which shows the strength characteristic of the control amount of the vehicle turning behavior control apparatus which concerns on embodiment of this invention. The block diagram which shows the control content of the vehicle turning behavior control apparatus which concerns on the 1st Embodiment of this invention. The figure explaining the effect | action of the control which suppresses the oversteer state of a vehicle. The figure explaining the effect | action of the control which suppresses the understeer state of a vehicle. The block diagram which shows the control content of the vehicle turning behavior control apparatus which concerns on the 2nd Embodiment of this invention.

  Embodiments according to the present invention will be described below with reference to the drawings. First, the basic hardware configuration will be described, and then the contents of each form will be described. The turning behavior control device shown in FIG. 1 is applied to a vehicle 1 of a front wheel drive system. The output of the engine 2 mounted on the vehicle 1 is transmitted from the transmission 3 and the front differential (hereinafter, front differential) 4 to the front left and right wheels 8L and 8R via the axles 7L and 7R. The left and right rear wheels 14L, 14R are rotatably supported by the axle 13.

  The front differential 4 has an electronically controlled limited slip differential that serves as a differential limiting device that limits the differential between the left and right wheels 8L and 8R based on a control signal from the ECU 40 as a control means mounted on the vehicle 1. (Hereinafter referred to as “electronic control LSD”) 6 is provided. The electronic control LSD 6 is a known one that limits the differential between the left and right wheels 8L and 8R in accordance with the coupling state of the electromagnetic clutch. The electronic control LSD 6 is an electromagnetic clutch mechanism controlled by the ECU 40, and uses the difference in rotational speed with the rotational speed of the other wheel (the right front wheel 8R in the present embodiment) of the left and right wheels. By exchanging torque between 8L and 8R, the driving torque of one wheel can be increased or decreased, and the driving torque of the other wheel can be decreased or increased.

  The operation principle of the electronic control LSD 6 is not limited to this, and can be arbitrarily changed as long as it generates a differential limiting force using a control device such as a pump or a motor. For example, the operation supplied from a hydraulic pump The engagement state of the clutch may be adjusted by operating the hydraulic piston with oil.

  Therefore, for example, when the vehicle 1 is moving forward while turning right, when the predetermined control signal is input from the ECU 40 to the electric control LSD6 and the torque transmitted to the right front wheel 8R is reduced, the right front wheel 8R is reduced. Slows down. At this time, the torque transmitted to the left front wheel 8L is increased and the left front wheel 8L is accelerated. Accordingly, it is possible to cause the vehicle 1 to generate a clockwise (clockwise) yaw moment.

  Brake devices 21L and 21R are provided on the front left and right wheels 8L and 8R, and brake devices 22L and 22R are provided on the left and right wheels 14L and 14R, respectively. The brake devices 21L, 21R, 22L, and 22R are independently supplied with hydraulic pressure from the braking system hydraulic unit 33 (second yaw motion adjusting means).

  The ECU 40 is a signal (brake increase / decrease pressure) indicating the hydraulic pressure to be increased / decreased with respect to each of the four brake devices 21L, 21R, 22L, 22R provided on the front left / right wheels 8L, 8R and the rear left / right wheels 14L, 14R. Signal) is transmitted to the brake system hydraulic unit 33, and the brake system hydraulic unit 33 that has received the brake pressure increase / decrease signal appropriately controls the hydraulic pressure input to each brake device 21L, 21R, 22L, 22R. Has been. The brake system hydraulic unit 33 is provided with a motor pump for adjusting the brake fluid pressure, an electromagnetic control valve, and the like, and in response to an instruction from the ECU 40 for each of the brake devices 21L, 21R, 22L, 22R. The predetermined hydraulic pressure is input. As described above, the electronic control LSD 6 and the brake system hydraulic unit 33 are connected to the ECU 40 via signal lines, respectively, and are configured to operate based on a control signal from the ECU 40.

  The ECU 40 is an electronic control unit including an interface, a memory, a CPU, etc. (not shown), all of which are wheel speed sensors (vehicle speed detection means) 45L, 45R, 46L, 46R, a steering angle sensor 47, a G sensor (acceleration / deceleration). Detection means) 48 and the detection result by the yaw rate sensor 49 can be read. In the present embodiment, the four wheel speed sensors 45L, 45R, 46L, and 46R are provided. However, the vehicle 1 according to the present embodiment is front-driven, and the steered wheels are on the front wheel side. The vehicle speed information from the side wheel speed sensors 45L and 45R is used. The G sensor 48 detects acceleration in the front-rear direction of the vehicle 1 and outputs adjustment side information. The yaw rate sensor 49 is a well-known sensor that detects the change speed (actual yaw rate) of the rotation angle of the vehicle 1 in the turning direction.

  The ECU 40 includes, as programs recorded in a memory (not shown), a requested yaw moment calculating unit 41, a steer characteristic determining unit (hereinafter referred to as “US / OS determining unit”) 42, a turning inner wheel slip determining unit 43, and a yaw rate footback control. A calculation unit (turning state control means) 44 is provided. Among these, the control yaw moment calculation unit 41 obtains a required yaw moment that is a yaw moment to be added for the vehicle 1 to turn at a turning radius intended by the driver from the target yaw rate and the actual yaw rate. .

  That is, as shown in FIG. 2, the control yaw moment calculator 41 calculates the theoretical target based on the steering wheel angle measured by the rudder angle sensor 47 and the vehicle speed detected by the wheel speed sensors 45L and 45R. Yaw rate (target yaw rate amount correlation value) is calculated, and further, control for correcting by comparing the actual yaw rate measured by the yaw rate sensor 49 with the theoretical target yaw rate, that is, feedback control based on the actual yaw rate is performed. By executing, the required yaw moment is calculated.

  The US / OS determination unit 42 determines the turning state of the vehicle 1 that is turning, and the target yaw rate calculated by the requested yaw moment calculation unit 41 and the lateral direction of the vehicle 1 measured by the yaw rate sensor 49. Based on the acceleration (actual yaw rate) of the vehicle, the turning vehicle 1 is in an understeer (US) state (understeer state) or an oversteer (OS) state (oversteer state). It is comprised so that it may determine whether there exists.

  The turning inner wheel slip determination unit 43 determines the turning direction from the actual yaw rate signal from the yaw rate sensor 49, identifies the turning inner wheel with respect to the turning direction, sets the turning inner wheel and the wheel located on the opposite side as the turning outer wheel, and drives The front wheel speed, which is a wheel, is taken from the wheel speed sensors 45L and 45R, and the slip speed (slip rate) of the turning inner wheel and the turning outer wheel is calculated from the difference in speed between the turning inner wheel and the turning outer wheel.

  The yaw rate F / B footback control unit 44 controls the electronic control LSD 6 and the brake system hydraulic unit 33 according to the turning state of the vehicle 1 to control the vehicle 1 to generate the required yaw moment. is there. That is, the yaw rate F / B footback control unit 44 determines the requested yaw moment calculated by the request-moment calculating unit 41, the determination result (the turning state of the vehicle 1) by the US / OS determining unit 42, the turning Based on the slip speed of the turning inner wheel determined and calculated by the inner wheel slip determination unit 43, control values for the electronic control LSD 6 and the brake system hydraulic unit 33 are obtained.

  The control value for the electronic control LSD 6 is a value indicating the degree of driving force movement between the left and right wheels 8L and 8R of the front wheels, and specifically, is a current value for controlling the electromagnetic clutch of the electronic control LSD 6. The control value for the brake system hydraulic unit 33 is a value indicating the degree of increase / decrease in the braking force of the brake devices 21L, 21R, specifically, the hydraulic pressure increase / decrease value of the brake devices 21L, 21R.

  The concept of control contents by the yaw rate F / B footback control unit 44 will be described with reference to FIG. In the yaw rate F / B footback control unit 44, control for performing US suppression used when the determination result by the US / OS determination unit 42 is the understeer state as the turning state of the vehicle 1, and OS suppression used in the oversteer state. The control to be performed, the US suppression and the OS suppression are further divided into the slip state of the front wheel, the acceleration and deceleration of the vehicle 1, and the brake devices 21L and 21R used in each division, the electronic control LSD6, and their contribution rate are determined in advance. Is set. In FIG. 3, in US suppression, it is divided into four areas from US1 to US4, and in OS suppression, it is divided into four areas from OS1 to OS4. In FIG. 3, ○ indicates that the control using the system with ○ is executed, × does not execute the control using the system with ×, and △ uses the system with △, The contribution is lower than the case of ○.

  For example, when the vehicle 1 is in an understeer state, the slip speed of the turning outer wheel is higher than that of the turning inner wheel and the vehicle is in a decelerating state, the region US1 is selected, and the brake control using the brake devices 21L and 21R is executed, but the electronic control LSD6 The control using is not executed. Although the slip speed of the turning outer wheel is higher than that of the turning inner wheel and the vehicle is in the acceleration state, the region US2 is selected, the control using the electronic control LSD6 is not executed, and the brake control using the brake devices 21L and 21R is executed. The contribution ratio is lower than that during deceleration.

  When the vehicle 1 is in an understeer state, the slip speed of the turning inner wheel is higher than that of the turning outer wheel and the vehicle is in a deceleration state, the region US3 is selected, and brake control using the brake devices 21L and 21R and control using the electronic control LSD6 are performed. If both are executed and the vehicle is in the acceleration state, the region US4 is selected, and the brake control using the brake devices 21L and 21R and the control using the electronic control LSD6 are executed. The contribution ratio of the brake devices 21L and 21R is Run lower than during deceleration.

  On the other hand, when the vehicle 1 is in the oversteer state and the slip speed of the turning outer wheel is faster than the turning inner wheel and the vehicle is in the decelerating state, the region OS1 is selected, and the brake control using the brake devices 21L and 21R and the electronic control LSD6 are used. In the acceleration state, the area OS4 is selected, and the brake control using the brake devices 21L and 21R and the control using the electronic control LSD6 are executed. The contribution of the brake devices 21L and 21R The rate runs lower than during deceleration.

When the vehicle 1 is in the oversteer state, the slip speed of the turning inner wheel is higher than that of the turning outer wheel, and the region OS3 is selected when the vehicle is in the decelerating state, and the region OS4 is selected when the vehicle 1 is in the accelerating state. In these areas OS3 and OS4, the control by the electronic control LSD6 is not executed and the brake control using the brake devices 21L and 21R is executed, but the contribution ratio is executed lower than that in the area OS1.
(First embodiment)
The processing contents in the yaw rate F / B footback control unit 44 will be described with reference to FIG. What is characteristic of this embodiment is that the requested yaw moment is distributed to both the brake devices 21L and 21R and the electronic control LSD 6 in the initial stage of control, and the distribution ratio (contribution rate) is understeered (US time) and oversteered (OS). ), And thereafter, a specific control amount (control value) for the electronic control LSD 6 and the brake devices 21L and 21R is calculated.

In this embodiment, the yaw rate F / B footback control unit 44 has a braking coefficient K1 indicated by a broken line and an LSD coefficient K2 indicated by a one-dot chain line at the time of US and OS in order to realize the required yaw moment. It is set in advance.
(Coefficient characteristics)
The brake coefficient K1 is high when the slip outer wheel slip speed is fast in the understeer state (US time), decreases when the slip speed is slow, and when the oversteer state (OS time), the slip outer wheel slips. It is set to be low when the speed is high and high when the slip speed is low.
The coefficient for LSD K2 is low when the slip outer wheel slip speed is fast in the understeer state (US time), increases when the slip speed is slow, and when the oversteer state (OS time), the slip outer wheel slips. It is set to be high when the speed is high and low when the slip speed is low.

  That is, when the turning outer wheel is slipping in the US time, the contribution ratio (distribution ratio) of the brake devices 21L and 21R to the required yaw moment is larger than that of the electronic control LSD6, and the turning inner wheel is slipping. As the slip increases, the contribution rate (distribution ratio) of the electronic control LSD 6 to the required yaw moment is increased. When the turning inner wheel is slipping at the time of US, the contribution rate (distribution ancestry rate) of the brake devices 21L and 21R may be zero or may be left somewhat. When a feeling of deceleration is generated by the operation of the brake devices 21L and 21R, the contribution rate (distribution ratio) of the brake devices 21L and 21R is zero, and when the feeling of deceleration does not occur, the contribution rate of the brake devices 21L and 21R. The (distribution ratio) may be set within an allowable range.

  Further, when the turning outer wheel slips during oversteering, the distribution ratio (contribution ratio) of the electronic control LSD6 to the required yaw moment is made larger than that of the brake devices 21L and 21R, thereby the intervention ratio of the electronic control LSD6. When the turning inner wheel is slipping, the intervention ratio of the brake devices 21L and 21R is increased as the slip becomes higher. When the turning outer wheel slips, the intervention ratio of the brake devices 21L and 21R may be set to 0 or may remain somewhat. This means that if a feeling of deceleration occurs even if the brake devices 21L and 21R are intervened, the brake devices 21L and 21R do not intervene, and if a feeling of deceleration does not occur, the intervention of the brake devices 21L and 21R is acceptable. You can set in.

  Next, the function and effect of this embodiment will be described with reference to FIGS. FIG. 5 shows the control and the effect when the yaw motion of the vehicle 1 is suppressed from the time when the vehicle 1 enters the corner to the corner, that is, when the oversteer (OS) generated in the vehicle 1 is suppressed. FIG. 6 shows the control and the effect when the yaw motion of the vehicle 1 is promoted from when the vehicle 1 enters the corner to the corner, that is, when the understeer (US) generated in the vehicle 1 is suppressed. Indicates.

  According to this embodiment, the yaw rate F / B footback control unit 44 suppresses oversteer (OS), and the slip speed of the wheel located on the side of the turning center, that is, the turning inner wheel is the same as that of the turning outer wheel. When the speed is lower than the slip speed (so-called grip traveling), cooperative control is performed by the brake devices 21L and 21R and the electronic control LSD6. Specifically, in the example of FIG. 5, since the vehicle 1 turns at the left corner, the left front wheel 8L becomes a turning inner wheel and the right front wheel 8R becomes a turning outer wheel. When the vehicle is decelerated by the driver when entering the corner, the yaw rate F / B footback control unit 44 selects the region OS1 shown in FIG. 3 in order to improve stability during deceleration. The braking device 21R of the right front wheel 8R serving as the outer turning wheel is controlled and operated via the braking system hydraulic unit 33 to suppress the slip speed, but the drive torque transmitted to the left front wheel 8L serving as the inner turning wheel is large. Thus, the electronic control LSD 6 is controlled.

  When the vehicle 1 travels and approaches the corner exit, the vehicle 1 is accelerated by the driver, and the slip speed of the inner turning wheel is greater than the slip speed of the outer turning wheel, the yaw rate F / B footback control unit 44 The region OS4 of FIG. 3 is selected, and the brake device 21R of the right front wheel 8R that is the outer turning wheel is operated without executing the control by the electronic control LSD6.

  When such OS suppression control is executed, the brake control by the brake devices 21L and 21R and the cooperative control by the electronic control LSD6 are smoothly switched to the brake control according to the state of the vehicle 1, and the turning suppression effect is exhibited over the entire corner. be able to. That is, the turning suppression of the vehicle 1 can be achieved without impairing the driver's driving feel.

  In FIG. 6, when the yaw motion of the vehicle 1 is promoted, that is, when understeer (US) is suppressed and the vehicle 1 is decelerated by the driver when entering the corner, the stability during deceleration is improved. In addition, the yaw rate F / B footback control unit 44 selects the region US1 shown in FIG. 3 and operates the brake device 21L of the right front wheel 8L serving as the turning inner wheel to suppress the slip speed. In this case, the electronic control LSD 6 is not used.

  When the vehicle 1 travels, becomes a corner exit, the vehicle 1 is accelerated by the driver, and the slip speed of the inner turning wheel is larger than the slip speed of the outer turning wheel, the yaw rate F / B footback control unit 44 Is selected, and cooperative control by the brake devices 21L and 21R and the electronic control LSD6 is executed. Specifically, the brake device 21L of the left front wheel 8L serving as the turning inner wheel is controlled and operated via the braking system hydraulic unit 33 to suppress the slip speed, but is transmitted to the right front wheel 8R serving as the turning outer wheel. The electronic control LSD 6 is operated so as to increase the driving torque. In this case, since the vehicle is in an acceleration state, the contribution rate of the brake device 21L to the required yaw moment is smaller than the distance rate by the electronic control LSD6.

When such US suppression control is executed, the control is smoothly switched from the control by the brake devices 21L and 21R to the control by the electronic control LSD6 according to the vehicle state, and the turning acceleration effect can be exhibited throughout the corner. That is, the turning acceleration of the vehicle 1 can be achieved without impairing the driver's driving feel.
(Second Embodiment)
The vehicle turning behavior control apparatus according to the present embodiment has the configuration shown in FIGS. 1 to 3, and the control content of the yaw rate F / B footback control unit 44 is different from that of the first embodiment. The processing contents of the yaw rate F / B footback control unit 44 in this embodiment will be described with reference to FIG.

  The characteristic of this embodiment is that the required yaw moment is not distributed to both the brake devices 21L and 21R and the electronic control LSD6 in the initial stage of control, but the control base value of the electronic control LSD6 and the brake devices 21L and 21R are calculated from the required yaw moment. Each control base value is calculated and the distribution ratio (contribution rate) to be distributed after the calculation of the control base value is changed between understeering (US time) and oversteering (OS time), and then the electronic control LSD6 and the brake device The specific control amount (control value) for 21L and 21R is calculated.

  In this embodiment, the yaw rate F / B footback control unit 44 has a braking coefficient K1 indicated by a broken line and an LSD coefficient K2 indicated by a one-dot chain line at the time of US and OS in order to realize the required yaw moment. It is set in advance. The characteristics of this coefficient are set to the same characteristics as the brake coefficient K1 and the LSD coefficient K2 described in the first embodiment.

  That is, when the turning outer wheel is slipping in the US, the contribution rate (distribution ancestry ratio) of the brake devices 21L and 21R to the required yaw moment is greater than that of the electronic control LSD6, and the turning inner wheel is slipping. As the slip increases, the contribution rate (distribution ancestry rate) of the electronic control LSD 6 to the required yaw moment is increased. When the turning inner wheel is slipping in the US time, the contribution rate (distributed ancestry rate) of the brake devices 21L and 21R may be set to 0 or may be left somewhat. When a feeling of deceleration occurs due to the operation of the brake devices 21L and 21R, the contribution rate (distributed ancestry rate) of the brake devices 21L and 21R is zero, and when the feeling of deceleration does not occur, the contribution of the brake devices 21L and 21R. The rate (distributed ancestor rate) may be set to allow.

  Further, when the turning outer wheel slips during oversteering, the contribution rate (distribution rate) of the electronic control LSD6 to the required yaw moment is greater than that of the brake devices 21L and 21R, and the intervention rate of the electronic control LSD6 is increased. If the turning inner wheel slips, the intervention ratio of the brake devices 21L and 21R increases as the slip increases. When the turning outer wheel slips, the intervention ratio of the brake devices 21L and 21R may be 0, or may be left as much as possible. This means that if a feeling of deceleration occurs even if the brake devices 21L and 21R are intervened, the brake devices 21L and 21R do not intervene, and if no feeling of deceleration occurs, the intervention of the brake devices 21L and 21R is allowed. Should be set.

  In the case of the second embodiment having such a configuration, the yaw rate F / B footback control unit 44 calculates the control base value for each required yaw moment by the LSD control amount calculation unit using the required yaw moment, A brake device control amount calculation unit calculates a control base value for each required yaw moment. Then, the yaw rate F / B control amount distribution obtained based on the determination result (turning state of the vehicle 1) by the US / OS determination unit 42 and the slip speed of the turning inner wheel determined and calculated by the turning inner wheel slip determination unit 43 ( Based on the coefficients K1, K2), control values for the electronic control LSD 6 and the braking system hydraulic unit 33 are calculated.

  For this reason, since the control base value is calculated every time the request yaw rate is calculated by the request yaw rate calculation unit 41, compared to the case of the first embodiment, the request yaw rate of the vehicle 1 that changes from time to time is realistic. Since it can be used for the turning promotion and the turning suppression of the vehicle 1, it is possible to control the posture with higher system.

  That is, when the US suppression control described in the second embodiment is executed, the control is smoothly switched from the control by the brake devices 21L and 21R to the control by the electronic control LSD6 according to the vehicle state, and the turning promotion effect is exhibited over the entire corner. Thus, the turning of the vehicle 1 can be promoted without impairing the driving feel of the driver.

  When the OS suppression control described in the second embodiment is executed, the brake control by the brake devices 21L and 21R and the cooperative control by the electronic control LSD6 are smoothly switched from the brake control to the brake control according to the vehicle state. The turning suppression effect can be exhibited, and the turning suppression of the vehicle 1 can be achieved without impairing the driver's driving feeling.

  As a control form different from the first and second embodiments, when the detection result by the wheel speed sensors 45L and 45R is low speed, the contribution ratio of the control amount distributed to the electronic control LSD 6 is larger than that at high speed. And when the detection result by the wheel speed sensors 45L and 45R is high speed, the contribution ratio of the control amount distributed to the brake devices 21L and 21R may be larger than the ratio at the low speed. That is, the contribution rate of the control amount distributed to the first yaw motion adjustment means and the contribution rate of the control amount distributed to the second yaw motion adjustment means are changed according to the vehicle speed.

  With such a configuration, understeer and oversteer can be appropriately suppressed while suppressing a feeling of deceleration due to an excessive increase in braking force, and the turning performance of the vehicle can be improved.

  In each of the above embodiments, the front wheel drive vehicle (FF vehicle) has been described as an example of the vehicle 1, but the scope of the present invention can be applied to a rear wheel drive vehicle (FR vehicle). In each embodiment, the front-wheel-side brake devices 21L and 21R are used as control targets for generating the requested yaw moment, but the rear-wheel-side brake devices 46L and 46R may be used as control targets instead.

8L, 8R Front left and right wheels 14L, 14R Rear left and right wheels 31 First yaw motion adjusting means 33 Second yaw motion adjusting means 41 Required yaw moment calculating means 42 Steer characteristic determining unit 43 Inner wheel slip detecting means 44 Turning state control means 45L , 45R Vehicle speed detection means 46L, 46R Vehicle speed detection means 48 Acceleration / deceleration detection means

Claims (7)

Required yaw moment calculating means for calculating required yaw moment to be added to a vehicle having front, rear, left and right wheels;
First yaw motion adjusting means for adjusting a driving force difference between the left and right wheels by adjusting a driving force of the front wheel or the rear wheel to the left and right wheels;
Second yaw motion adjusting means for adjusting a driving force difference between the left and right wheels by adjusting a braking force of a brake device on the left and right wheels in at least one of the front wheels or the rear wheels;
An inner ring slip detecting means for detecting a slip ratio of the turning inner wheel during turning of the vehicle;
A turning state control means for controlling the turning state of the vehicle by controlling the first yaw movement adjusting means and the second yaw movement adjusting means;
The turning state control means adjusts the driving force difference by the first yaw movement adjusting means and the driving force difference by the second yaw movement adjusting means based on the detection result of the slip detecting means, A vehicle turning behavior control device that controls a contribution rate of first and second yaw motion adjusting means to a required yaw moment. A steer characteristic determination unit that determines oversteer and understeer as a turning characteristic in the turning direction of the vehicle;
The turning state control means includes
When the turning characteristic determination by the steering characteristic determination unit indicates understeer and suppresses the understeer, and when the slip rate of the turning inner wheel is higher than the slip rate of the turning outer wheel, the required yaw moment is generated to generate the required yaw moment. When the contribution rate of the control amount of the first and second yaw motion adjusting means is changed so as to strengthen the distribution of the first yaw motion adjusting means, and the slip rate of the turning inner wheel is lower than the slip rate of the turning outer wheel, In order to generate the required yaw moment, the contribution ratio of the control amount of the first and second yaw motion adjusting means is changed so as to strengthen the distribution of the second yaw motion adjusting means,
When the turning characteristic determination by the steering characteristic determination unit indicates oversteer and suppresses oversteering, and when the slip rate of the turning inner wheel is higher than the slip rate of the turning outer wheel, the required yaw moment should be generated. The contribution ratio of the control amount of the first and second yaw motion adjusting means is changed so as to strengthen the distribution of the second yaw motion adjusting means, and the slip ratio of the turning inner wheel is lower than the slip ratio of the turning outer wheel. In this case, in order to generate the required yaw moment, the contribution ratio of the control amount of the first and second yaw motion adjusting means is changed so as to strengthen the distribution of the first yaw motion adjusting means. The vehicle turning behavior control device according to claim 1. An acceleration / deceleration detecting means for detecting acceleration / deceleration of the vehicle;
The said turning state control means changes the contribution rate of the controlled variable of the 1st and 2nd yaw motion adjustment means according to the acceleration / deceleration of the vehicle by the said acceleration / deceleration detection means. The vehicle turning behavior control device described.   The turning state control means calculates a control amount of the first and second yaw motion adjusting means for generating the required yaw moment after determining the contribution ratio of the control amount of the first and second yaw motion adjusting means. The vehicle turning behavior control device according to any one of claims 1 to 3, wherein   The turning state control means calculates a control value based on the required yaw moment calculated by the required yaw moment calculating means, and then controls the control amount of the first and second yaw motion adjusting means for generating the required yaw moment. The vehicle turn behavior control device according to any one of claims 1 to 3, wherein a contribution rate of the vehicle is determined. Vehicle speed detecting means for detecting the speed of the vehicle,
The turning state control means includes
6. The vehicle turning behavior according to claim 1, wherein a contribution ratio of a control amount to be distributed to the first yaw motion adjusting unit is changed in accordance with a vehicle speed by the vehicle speed detecting unit. Control device. Vehicle speed detecting means for detecting the speed of the vehicle,
The turning state control means includes
6. The vehicle turning behavior according to claim 1, wherein a contribution rate of a control amount to be distributed to the second yaw motion adjusting unit is changed according to a vehicle speed by the vehicle speed detecting unit. Control device.

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