JP2013071549A - Vehicle stability assist - Google Patents

Abstract

PROBLEM TO BE SOLVED: To stabilize vehicle body behavior when an actuator for vehicle body behavior stabilization control becomes abnormal, in a vehicle stability assist including a brake control device and a drive control device.SOLUTION: A vehicle stability assist 1 includes: a drive control command section 36 controlling a driving force of a motor generator 5 and/or an engine 8 to perform first vehicle body behavior stabilization control; a brake control section 35 drive controlling brake actuators 12c-12f to independently control braking forces of front-and-rear and right-and-left wheels 2, 3, thereby performing second vehicle body behavior stabilization control; and an abnormality detection section 37 detecting abnormalities of the brake actuators. When the abnormality detection section 37 detects the abnormalities of the brake actuators, the brake control section 35 stops the second vehicle body behavior stabilization control and outputs an execution command for performing vehicle body behavior stabilization control to the drive control command section 36 so that the drive control command section 36 singularly performs the first vehicle body behavior stabilization control.

Description

  The present invention relates to a drive control means for controlling the driving force of the driving device to execute stabilization control of the vehicle body behavior and a braking control means for independently controlling the braking force of the front, rear, left and right wheels to execute stabilization control of the vehicle body behavior. The present invention relates to a vehicle body behavior stabilization device.

  As a traction control system (hereinafter referred to as TCS) for controlling the driving force of wheels, a braking force by a brake device (braking device) and a driving force by an engine (driving device) as control objects for controlling the driving force A vehicle body behavior stabilization device that stabilizes the vehicle body behavior by selectively switching the vehicle according to the slip ratio of the wheels or the like is known (Patent Document 1).

Japanese Patent Publication No. 5-69731

  By the way, in the conventional vehicle body behavior stabilization device, when a sensor or actuator used by the TCS becomes abnormal, the control of the braking force and the control of the driving force are not selectively switched according to the abnormal state or the abnormal part. Both controls are stopped together. Therefore, for example, in addition to the acceleration sensor and pump / valve actuators used only on the braking device side, the braking device controls when an abnormality occurs on the sensors and throttle valve actuators used only on the driving device side. Since the power control is also stopped at the same time, the vehicle body behavior stabilization control is not performed even when the vehicle behavior can be stabilized only by controlling the driving force by the drive device, such as when starting on a split road, and this is beneficial to the user. It is reduced.

  Similarly, in the vehicle body behavior stabilization device that performs drive force control by the drive control device and side slip suppression control (ESC) by the brake control device, in addition to the sensors and actuators used for ESC, the drive device side When the actuators such as sensors and throttle valves that are used only for an abnormality become abnormal, the skid control control by the braking control device and the driving force control by the drive control device are stopped at the same time regardless of the abnormal state or location. The vehicle behavior stabilization control in the oversteer state and the countersteer state, which can be performed only by the side slip suppression control by the device, is not executed, and the user merit is reduced.

  The present invention has been made in view of such a background. In a vehicle body behavior stabilization device that uses a braking control device and a drive control device to stabilize vehicle body behavior, the present invention is used only on these devices, particularly on the braking device side. Stabilization of vehicle behavior by the braking control device according to the abnormal state or abnormal part when an abnormality occurs in an actuator such as an acceleration sensor, pump / valve, etc., or a sensor used only on the drive side or an actuator such as a throttle valve It is an object of the present invention to stabilize vehicle body behavior and improve user merit by selectively switching and tentatively continuing vehicle body behavior stabilization control by the activation control and the drive control device.

  In order to solve the above-described problems, the present invention provides a drive control means (9) for executing the first vehicle body behavior stabilization control by controlling the driving force of the drive device (5, 8), and a plurality of actuators (12c). , 12d, 12e), and the braking control means (12h) for executing the second vehicle body behavior stabilization control by independently controlling the braking force of the front and rear wheels (2, 3). (5, 8) or an abnormality detection means (37a, 37b) for detecting at least one abnormality of the plurality of actuators (12c, 12d, 12e), wherein the abnormality detection When the means (37a, 37b) detects an abnormality of the driving device or the at least one actuator, either the first vehicle body behavior stabilization control or the second vehicle body behavior stabilization control is performed. Configured to perform one alone.

  With this configuration, the actuator used for the vehicle body behavior stabilization control by the braking control means becomes abnormal, and the second vehicle body behavior stabilization control by the braking control means or the first vehicle body behavior stabilization control by the drive control means. Even when either one becomes impossible, the vehicle behavior stabilization control by the other can be tentatively continued, so that both the first and second vehicle behavior stabilization controls are stopped. The vehicle behavior can be stabilized.

  Further, according to one aspect of the present invention, the drive control unit or the brake control unit includes a plurality of control modes corresponding to a plurality of traveling states including a turning traveling, and is executing the first vehicle body behavior stabilization control. In addition, when the second vehicle body behavior stabilization control is being executed in the control mode corresponding to turning, a prohibiting unit is provided for prohibiting the shift to the control of only the first vehicle body behavior stabilization control. Can be configured.

  In particular, when the vehicle body behavior stabilization device is mounted on a vehicle in which the drive device is an internal combustion engine and the drive force can be controlled for only one axis, the second vehicle body behavior stabilization control is executed by the braking control means. The drive force reduction control by the drive control means may be performed at the same time. When such simultaneous control is performed, only the drive force reduction control by the drive control means is performed even though the brake control means has stopped controlling. On the contrary, understeer and oversteer may occur. Therefore, by configuring as described above, it is possible to prevent such a situation from occurring due to the first vehicle body behavior stabilization control by the drive control means alone, and to stabilize the vehicle body behavior. Can do.

  Further, according to one aspect of the present invention, the prohibiting unit prohibits the shift to the control of the first vehicle body behavior stabilization control alone based on the detection result of the momentum detecting unit that detects the momentum of the vehicle. Can be configured to.

  With this configuration, in the region where the change that the first vehicle body behavior stabilization control by the drive control means gives to the vehicle body behavior is considered to be small, the first vehicle body behavior stabilization control is executed and the vehicle body actively While the behavior is stabilized, the vehicle behavior can be stabilized by invalidating the control of the driving force in a region where the first vehicle behavior stabilization control is considered to have a large change on the vehicle behavior.

  According to another aspect of the present invention, the drive device includes a motor (5) that generates regenerative braking force by converting deceleration energy into electric power when the vehicle decelerates, and the drive control means is the independent device. During the execution of the first vehicle body behavior stabilization control, the driving force of the motor can be increased instead of the braking force reduction control to be performed by the braking control means.

  In vehicles that perform regenerative braking when decelerating, the wheels may tend to lock during non-braking operations due to regenerative braking, and because the inertial force of the motor is large, regenerative braking is performed to suppress locking when the wheels tend to lock. In addition to stopping the motor, it is necessary to actively rotate the motor, but by configuring as described above, it is possible to suppress the locking of the wheels.

  Further, according to one aspect of the present invention, it is provided with notifying means (41, 19) for notifying the abnormality of the braking control means during the execution of the stabilization of the vehicle body behavior by the drive control means alone. can do.

  With such a configuration, it is possible to prevent the second vehicle body behavior stabilization control by the braking control means from being used continuously in an incomplete state.

  According to the present invention, when the actuator used for the vehicle body behavior stabilization control by the brake control unit becomes abnormal, the second vehicle body behavior stabilization control by the brake control unit is stopped, and the response to the abnormal state or abnormal part is performed. Thus, the first vehicle body behavior stabilization control by the drive control means can be tentatively continued, so that the user merit can be improved.

Main part system diagram of driving system and braking system of automobile to which the present invention is applied Hydraulic circuit diagram schematically showing the brake system shown in FIG. Main part functional block diagram of the control unit shown in FIG. Control flow diagram by the control unit shown in FIG.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a system diagram of a principal part of a drive system and a braking system of an electric vehicle or a hybrid vehicle (hereinafter simply referred to as a vehicle V) to which the present invention is applied.

  The automobile V shown in FIG. 1 has a pair of left and right front wheels 2 disposed on the front side of the vehicle and a pair of left and right rear wheels 3 disposed on the rear side of the vehicle. A motor / generator 5 as a drive device is mechanically connected to a front wheel axle 4 connected to the left and right front wheels 2. The differential mechanism is not shown.

  The motor / generator 5 serves as both a vehicle driving motor and a regenerative generator. The battery 6 as a secondary battery is used as a power source, and the inverter 7 supplies power to the battery 6 and supplies power to the battery 6. (Recharging) is controlled, and at the time of deceleration, regenerative braking means for converting regenerative energy into electric power and generating regenerative braking force is achieved.

  In addition, the automobile V is provided with a drive control unit 9 that controls a drive device including an internal combustion engine or an electric motor of the vehicle by including a control circuit using a CPU. The inverter 7 is electrically connected to the drive control unit 9. In the case of an electric vehicle, this configuration may be left as it is or a motor / generator 5 for driving the rear wheel 3 may be provided. However, in the case of a hybrid vehicle, the front wheel axle 4 is driven by a two-dot chain line in the figure. The output shaft of the engine (internal combustion engine) 8 shown is connected. The example in the figure is an example of front wheel drive, but four-wheel drive can also be used.

  Each wheel of the front wheel 2 and the rear wheel 3 is a known disk brake constituted by a caliper including a disk 11a and a wheel cylinder 11b integrated with the wheels (front wheel 2 and rear wheel 3) as friction braking means for performing friction braking. 11 is provided. A modulator 12 is connected to the wheel cylinder 11b via a known brake pipe. As will be described in detail later, the brake pipe is constituted by a hydraulic circuit capable of increasing and decreasing the brake pressure for each wheel. The modulator 12 is formed integrally with the brake control unit 12h, and the brake pressure of each wheel is controlled by the brake control unit 12h.

  Further, each wheel of the front wheel 2 and the rear wheel 3 is provided with a wheel speed sensor 21 as a wheel speed detecting means for detecting a corresponding wheel speed, and an accelerator pedal 13 used for a driver's accelerator operation is provided. An accelerator sensor 22 for detecting an accelerator operation amount (depressing amount) is provided, and a brake sensor 23 for detecting a brake operation amount (depressing amount) is provided for each brake pedal 14 provided for a driver's brake operation. Yes. Detection signals from the accelerator sensor 22 are input to the drive control unit 9, and detection signals from the wheel speed sensors 21 and the brake sensor 23 are input to the braking control unit 12h. Further, detection signals from the lateral acceleration sensor 24, the yaw rate sensor 25, and the steering angle sensor 26 provided at appropriate positions of the automobile V are input to the braking control unit 12h.

  The drive control unit 9 determines that a drive command has been issued when the output signal of the accelerator sensor 22 of the accelerator pedal 13 increases from 0, and controls the driving force of the motor / generator 5 and / or the engine 8. When the output signal of the brake sensor 23 increases from 0, it is determined that a braking command has been generated, and at least one of regenerative braking by switching the motor / generator 5 to the generator and braking by the disc brake 11 is performed. . As described above, when braking is performed by regenerative cooperative control in which regenerative braking is performed and hydraulic braking is also performed, the brake device 10 adopts a known brake-by-wire format.

  Next, the brake device 10 and the modulator 12 incorporated therein will be described with reference to FIG. In this brake device 10, the operation amount of the brake pedal 14 detected by the brake sensor 23 is independent of mechanically transmitting the operation of the brake pedal 14 to the brake fluid pressure generating cylinder to generate the brake fluid pressure. This is a form of a brake-by-wire type in which the brake fluid pressure of each wheel cylinder 11b can be generated individually and the braking force can be controlled independently of the driver's operation.

  The brake pedal 14 is rotatably supported by the vehicle body and performs an arc motion in accordance with the driver's braking operation. One end of a rod 15 for converting the arc motion into a substantially linear motion is connected to the brake pedal 14, and the other end of the rod 15 is connected to the first piston 16a of the master cylinder 16 arranged in series. It is engaged so as to be pushed in according to the driver's braking operation. A second piston 16b is arranged in series on the side of the master cylinder 16 opposite to the rod 15 of the first piston 16a, and each piston 16a, 16b is spring-biased toward the rod 15 side.

  The master cylinder 16 is provided with a reserve tank 17 for replenishing the brake fluid when the brake fluid is insufficient due to the displacement of the pistons 16a and 16b. The pistons 16a and 16b are provided with seal members having a known structure for sealing between the oil passages 10a and 10b communicating with the reserve tank 17, respectively. In the cylinder of the master cylinder 16, a first liquid chamber 18a is formed between the first piston 16a and the second piston 16b, and the second liquid is disposed on the side of the second piston 16b opposite to the first piston 16a. A chamber 18b is formed.

  The first fluid chamber 18a of the master cylinder 16 is connected to the modulator 12 via the first fluid pressure generating chamber and the oil passage 10c of the motor drive cylinder (not shown), and the second fluid chamber 18b is connected to the modulator 12 via the oil passage 10d. Communicate. Furthermore, the modulator 12 is piped so as to communicate with a plurality (four in the illustrated example) of the wheel cylinders 11b. The modulator 12 includes an ABS for preventing wheel lock during braking, a TCS (traction control system) for preventing wheel slipping during acceleration, a side-slip suppression control for controlling side-slip by controlling the yaw moment during turning, and predetermined in an emergency. It may be a publicly known one provided for a vehicle behavior stabilization control system having a brake assist function for automatically applying the brake pressure to the wheel cylinder 11b, an automatic brake function for collision avoidance, lane keeping, and the like. .

  The modulator 12 includes a first system 12a corresponding to each wheel cylinder 11b of the front wheel 2, a second system 12b corresponding to each wheel cylinder 11b of the rear wheel 3, and a pump motor 12c connected to both systems 12a and 12b. Each of the systems 12a and 12b is provided with a normally closed type out valve 12d, a normally open type in valve 12e, a regulator valve 12f (both electromagnetic valves), a low pressure reservoir 12g, and the like. These pump motor 12c, out valve 12d, in valve 12e and regulator valve 12f (hereinafter collectively referred to as "brake actuator") are driven and controlled by a braking control unit 12h. Further, the modulator 12 includes a brake fluid pressure sensor 12i for each wheel cylinder 11b at a position where the brake fluid pressure applied to the wheel cylinder 11b can be detected.

  In the brake device 10 configured as described above, when the driver operates the brake pedal 14, the brake fluid pressure corresponding to the operation amount is supplied to the wheel cylinders 11 b of the front and rear wheels via the modulator 12, and the braking force When the brake control unit 12h drives the pump motor 12c, the brake fluid pressurized by the pump motor 12c is sent to the wheel cylinder 11b through the normally-open in-valve 12e, and the braking operation according to the brake operation is performed. While the auxiliary braking force is generated independently of the power, the brake control unit 12h drives the normally closed type out valve 12d to open and the normally opened type in valve 12e to close the brake fluid. The braking force that is discharged to the reservoir 12g side and generated in the wheel cylinder 11b is reduced. Door can be.

  The modulator 12 and the motor / generator 5 and / or the engine 8 are comprehensively controlled by the drive control unit 9. A detection signal of the accelerator sensor 22 (+ α) is input to the drive control unit 9. The braking control unit 12h is based on the detection signals from the various sensors 21, 24 to 26 for detecting the behavior of the brake sensor 23, the respective brake hydraulic pressure sensors 12i, and the vehicle, and is determined from the detection signals from the various sensors. The brake fluid pressure generated by the modulator 12 is controlled in accordance with the travel conditions and the like. Further, in the case of a hybrid vehicle (or an electric vehicle) that is a target vehicle of the present embodiment, regenerative control is performed by the motor / generator 5, and in this case, the braking control unit 12h performs regenerative control. The distribution control of the magnitude of the brake fluid pressure with respect to the magnitude of the regeneration is also performed.

  When the regenerative brake operates simultaneously, the drive control unit 9 controls the motor / generator 5 as a generator, and increases or decreases the regenerative brake amount according to the brake operation amount by the brake pedal 14 or the like. Then, the brake control unit 12h drives and controls the modulator 12 so as to correspond to the vehicle body deceleration that is insufficient with only the regenerative brake with respect to the magnitude of the brake operation amount (the magnitude of the deceleration requested by the driver). Regenerative cooperative control by regenerative brake and hydraulic brake is performed.

  The drive control unit 9 controls the driving force of the motor / generator 5 and / or the engine 8 based on detection signals from the various sensors 21 to 26 in addition to the normal driving force control and braking force control as described above. Accordingly, the first vehicle body behavior stabilization control and the second vehicle body behavior stabilization control by controlling the braking force by the modulator 12 are also performed. The drive control unit 9, the motor / generator 5 and / or the engine 8, the modulator 12, and the like constitute the vehicle body behavior stabilization device 1 according to the present invention.

  As shown in FIG. 3, the braking control unit 12h includes a skid control unit 31 that controls a yaw moment during turning to suppress a side slip, an ABS control unit 32 that prevents wheel lock during braking, and a driver's brake. Brake assist control unit 33 for assisting operation, traction control unit 34 for preventing wheel slipping during acceleration, etc., braking control unit 35 for controlling braking force by modulator 12, and driving of motor generator 5 and / or engine 8 A drive control command unit 36 that transmits a request signal for controlling the force and an abnormality detection unit 37 are provided. Further, the side slip suppression control unit 31 includes a standard side slip angle calculation unit 38 and an actual side slip angle calculation unit 39, and the braking control unit 35 includes an execution command generation unit 40 and an abnormality notification unit 41. Yes.

The normative skid angle calculation unit 38 calculates a normative skid angle βs that serves as a norm for vehicle behavior from the vehicle speed Va obtained from the average value of the detection positions of the wheel speed sensor 21 and the detected value (steering angle δf) of the steering angle sensor 26. To do. The actual side slip angle calculation unit 39 calculates the actual side slip angle βa of the vehicle V from the detection value (lateral acceleration Gy) of the lateral acceleration sensor 24, the detection value (yaw rate γ) of the yaw rate sensor 25, and the vehicle speed Va by the following equation (1). calculate. That is, the actual side slip angle βa is calculated using at least one output among a plurality of motion state quantity detection means for detecting the motion state quantity of the vehicle body used for the second vehicle body behavior stabilization control.
(Gy / Va) −γ = βa / dt (1)

  Then, the skid control unit 31 mainly identifies the wheel (front wheel 2 / rear wheel 3) on which braking force should be generated based on the calculated normative skid angle βs and the actual skid angle βa. The braking force to be generated is obtained and a command is output to the braking control unit 35. For example, when the front wheel 2 flows outward while the vehicle V is traveling while turning, the side slip suppression control unit 31 generates a braking force on the rear wheel 3 inside the turn, and the rear wheel 3 When an oversteer tendency occurs, a command to generate a braking force on the front wheel 2 outside the turn is output. Further, the side slip suppression control unit 31 drives the motor / generator 5 and / or the engine 8 to reduce the side slip when the vehicle V is running at an accelerated speed and the side slip suppression is insufficient only by the generation of braking force of a predetermined wheel. A drive request command is output from the drive control command unit 36 to the drive control unit 9 in order to obtain the force.

  The ABS control unit 32 specifies a wheel (front wheel 2 / rear wheel 3) that is likely to be locked from the detection value of the wheel speed sensor 21 and obtains a braking force to be reduced on the wheel, and issues a command to the braking control unit 35. Output. The brake assist control unit 33 determines the braking force to be generated on the front wheels 2 and the rear wheels 3 based on the inclination of the travel path, the shift drive position, the side brake signal, the detection signal of the brake sensor 23, etc. Output a command.

  The traction control unit 34 specifies the slipping wheel (front wheel 2 / rear wheel 3) from the detection value of the wheel speed sensor 21 when the automobile V is linearly accelerating, and the wheel, as will be described in detail later. The driving force to be reduced or the braking force to be generated is obtained and a command is output to the braking control unit 35 and / or the driving control command unit 36.

  The drive control unit 42 controls the driving force of the motor / generator 5 and / or the engine 8 based on the command output from the drive control command unit 36 to execute the first vehicle body behavior stabilization control. Function as. Although not shown, the drive control command unit 36 receives a detection signal from detection means for detecting that the drive force control of the motor / generator 5 and / or the engine 8 is impossible. When this signal is input, the control command by the drive control command unit 36 is stopped. Further, the drive control unit 42 performs processing according to a plurality of control modes corresponding to the traveling state of the vehicle V determined by a braking control unit 35 described later. As the drive control mode, a mode selected when the vehicle V is traveling straight, a mode selected when the vehicle V is turning, a mode selected when the vehicle V is accelerating, and a mode selected when the vehicle V is braking. Mode. The drive control unit 42 controls the driving force of the motor / generator 5 and / or the engine 8 in accordance with each drive control mode.

  The brake control unit 35 performs control by the function control units (31 to 34) based on commands output from the skid suppression control unit 31, the ABS control unit 32, the brake assist control unit 33, the traction control unit 34, and the like. Based on the logic, the braking force to be generated for each disc brake 11 of the front wheels 2 and the rear wheels 3 is determined, and a signal for operating the modulator 12 is output. If the ABS control unit 32 outputs a braking force reduction command while the motor / generator 5 is generating the regenerative braking force, the braking control unit 35 may cause the disc brake 11 to generate the braking force. For example, the brake fluid pressure is reduced by the modulator 12 and the regenerative braking is stopped or the braking force of the regenerative braking is suppressed.

  The modulator 12 drives and controls the brake actuator based on the signal output from the braking control unit 35 to generate a predetermined braking force on a predetermined wheel. That is, the braking control unit 35 performs the second vehicle body behavior stabilization control by drivingly controlling the brake actuators (12c to 12g, etc.) of the modulator 12 and independently controlling the braking force of the front, rear, left and right wheels. Functions as a means. When the driving force of the left and right wheels can be controlled independently, the drive control command unit 36 similarly outputs a command corresponding to the left and right driving force or regenerative braking force to the drive control unit 42. May be.

  The brake control unit 35 performs processing according to a plurality of drive control modes corresponding to the traveling state of the vehicle V when determining the braking force to be generated for each disc brake 11 of the front wheel 2 and the rear wheel 3. As the drive control mode, a mode selected when the vehicle V is traveling straight, a mode selected when the vehicle V is turning, a mode selected when the vehicle V is accelerating, and a mode selected when the vehicle V is braking. Mode. Then, the braking control unit 35 should be generated in each disc brake 11 of the front wheel 2 and the rear wheel 3 in accordance with the drive control mode corresponding to the traveling state of the vehicle V determined based on the detection signals of the various sensors 21 to 26. The braking force is determined and the modulator 12 is activated.

  When the modulator 12 is operated, the brake fluid pressure applied to each wheel cylinder 11 b is detected by the brake fluid pressure sensor 12 i, and this detection signal is input to the abnormality detection unit 37. When the braking force control is performed by the braking control unit 35, the abnormality detection unit 37 monitors whether or not a predetermined brake fluid pressure is generated by driving the brake actuator, and the detected brake pressure is determined to be a predetermined value. If it is significantly different from the target value, it is detected that an abnormality has occurred in at least one of the brake actuators according to the difference state, and an abnormality detection signal for the brake actuator is sent to the braking control unit 35.

  The traction control unit 34 may specifically determine whether to perform one or both of drive control and braking control as follows. For example, if the vehicle V is a front-wheel drive vehicle, when one of the front wheels 2 slips, a braking force is generated on the disc brake 11 for the slipped front wheel 2 to reduce the driving force of the front wheel 2. When both the left and right front wheels 2 slip, the driving force of the motor / generator 5 and / or the engine 8 may be reduced, or when at least one of the front wheels 2 slips, The driving force of the motor / generator 5 and / or the engine 8 is preferentially reduced to reduce the driving force of the left and right front wheels 2, so that the slip cannot be eliminated only by reducing the driving force (output of the driving device). In this case, a braking force may be generated in the disc brake 11 as an auxiliary.

  On the other hand, if the vehicle V is a four-wheel drive vehicle, as in the case of the front wheel driver, when some wheels slip, the braking force is generated on the disc brake 11 for the wheels, and the front wheel 2 or the rear wheel When both wheels 3 slip, if the driving force distribution ratio to the slipping wheel (front wheel 2 or rear wheel 3) is reduced, or driving force control of only one wheel is possible, slip The driving force may be reduced only for the wheel that has caused the failure, or the driving force of the motor generator 5 and / or the engine 8 is preferentially reduced when at least one wheel slips, You may make it generate | occur | produce braking force to the disc brake 11 supplementarily.

  As described above, the traction control unit 34 includes the drive control command unit 36 and the drive control unit 42 that execute the first vehicle body behavior stabilization control, and the brake control unit 35 that executes the second vehicle body behavior stabilization control. Combined with this, it prevents wheel slipping during acceleration and stabilizes vehicle behavior. Also, the side slip suppression control unit 31 uses the drive control command unit 36 and the braking control unit 35 together to suppress side slip during acceleration and stabilize the vehicle behavior. Therefore, conventionally, when the brake actuator (12c to 12g, etc.) of the modulator 12 becomes abnormal and the second vehicle body behavior stabilization control by the braking control unit 35 is not performed, an abnormal signal indicating abnormality from the braking control unit 35. , The drive control command unit 36 and the drive control unit 42 also stopped controlling at the same time.

  On the other hand, in the present embodiment, when the braking control unit 35 receives the abnormality detection signal generated by the abnormality detection unit 37, the braking control unit 35 stops the second vehicle body behavior stabilization control using the modulator 12, and The abnormality notifying unit 41 displays an abnormality occurrence on the indicator 19 provided in the vehicle compartment such as a maintenance panel, and the execution command generating unit 40 executes the vehicle body behavior stabilization control on the drive control command unit 36. Continue to output the execution command to the effect. The drive control command unit 36 that has received this execution command independently executes (continues) the first vehicle body behavior stabilization control as long as there is no abnormality such as an abnormality.

  That is, in the brake control unit 12h, processing is performed according to the procedure shown in FIG. First, the braking control unit 35 determines whether or not an abnormality has occurred in the brake actuator based on the abnormality signal from the abnormality detection unit 37 (step ST1). If an abnormality has occurred (Yes), Furthermore, the abnormality of each sensor used for control of the brake fluid pressure sensor 12i, the wheel speed sensor 21, the brake sensor 23, the lateral acceleration sensor 24, the yaw rate sensor 25, the steering angle sensor 26, and the like is determined based on the control mode being executed. (Step ST2). If an abnormality has occurred (No), the braking control is immediately terminated (step ST5), and a notification indicating the abnormality is given.

  If no abnormality has occurred in the brake actuator in step ST1 (No), the abnormality of each sensor is determined in the same manner as in step ST2 (step ST3). If not abnormal (No), the sensor in which an abnormality has occurred further. It is determined whether or not the parameter obtained from the above can be substituted (step ST4). Here, for example, the yaw rate and the lateral acceleration Gy can be estimated using a correspondence relationship between the steering angle and the vehicle speed Va. A known method may be used for this estimation calculation. If it is determined in step ST4 that alternative control is possible (Yes), or if only an abnormality of a sensor that is not used in the control mode being executed is specified, other conditions (vehicle speed Va, vehicle body movement state, etc.) are set. Considering this, alternative control in the alternative provisional control mode is permitted (step ST6). If an abnormality that cannot be substituted (for example, an abnormality in a plurality of wheel speed sensors 21 or a traveling state in which the accuracy of estimation calculation is low) is detected (No), braking control is stopped (step ST5). . If there is no abnormality in these sensors in step ST3 (Yes), the braking control is permitted and the second vehicle behavior stabilization control by the modulator 12 is continued (step ST7).

  Next, in step ST8, it is determined whether or not drive control is possible. Here, it is determined whether or not the drive control unit 9 can perform control corresponding to the request from the drive control command unit 36 of the braking control unit 12h. For example, when a braking request (reduction request for driving force) is made from the driving control command unit 36 with the driving force already minimized, or when the yaw rate is large, for example, when the yaw rate is large, depending on the state detected by each sensor. If there is a possibility that the behavior is further unstable, the drive control unit 9 determines that the drive control is impossible (Yes), and stops the drive control (step ST11).

  If it is determined in step ST8 that drive control is possible (No), the vehicle behavior stabilization by the drive control unit 9 is performed in step ST9 based on the control mode being executed, as in steps ST2 and ST3 described above. It is determined whether or not the drive control sensors (accelerator sensor 22, Ne sensor, Th sensor, motor torque sensor, motor rotation sensor, etc.) used for this are normal (step ST9). If the sensor is normal (Yes), drive control is permitted and the first behavior stabilization control by the drive control unit 9 is continued (step ST13).

  If an abnormality has occurred in the sensor in step ST9 (No), it is determined whether or not the value of the sensor in which the abnormality has occurred can be replaced by another sensor signal or the like as in step ST4 (step ST10). . Here, when the brake control unit 35 is already executing the alternative provisional control, there is a possibility that control abnormality may occur due to interference between the respective controls. Therefore, it is determined that the alternative control in the drive control is impossible. Also good. If it is determined that the alternative control is not possible (No), the drive control by the drive control unit 9 is stopped (step ST11). When it is determined that the alternative control is possible (Yes), the drive control is executed in the alternative provisional control mode (step ST12). As described above, the behavior stabilization control is selectively executed by the braking control unit 35 and the drive control unit 42.

  As described above, even when the abnormality of the brake actuator is detected and the braking control unit 35 stops the braking control (second vehicle body behavior stabilization control), the drive control command unit 36 instructs the drive control unit 42. The vehicle V is compared with the case where the first vehicle body behavior stabilization control is also stopped by the drive control unit 42 executing the drive control (first vehicle body behavior stabilization control) independently. Can stabilize the vehicle body behavior.

  Even when the drive control unit 42 stops the drive control (first vehicle behavior stabilization control), the brake control unit 35 executes the brake control (second vehicle behavior stabilization control) alone. As a result, the vehicle body behavior of the automobile V can be stabilized as compared with the case where the first vehicle body behavior stabilization control is also stopped.

  Further, when the drive control unit 42 is executing the first vehicle body behavior stabilization control simultaneously with the second vehicle body behavior stabilization control based on the execution command from the drive control command unit 36, the brake control unit 35 Drive control is performed while confirming the control mode corresponding to the traveling state of the vehicle V to be determined, and when this control mode is a control mode selected during turning traveling, an exercise state quantity indicating the turning state (for example, When the yaw rate or the lateral acceleration Gy) is large, it functions as a prohibiting means for prohibiting the shift to only the first vehicle body behavior stabilization control by the driving force. Thereby, when the skid control unit 31 or the traction control unit 34 outputs a drive command to the brake control unit 35 and the drive control command unit 36 at the same time, the second body behavior stabilization control by the brake control unit 35 is stopped. However, only the drive control by the drive control command unit 36 is performed, so that understeer or oversteer is prevented from occurring in the vehicle V, and the vehicle body behavior of the vehicle V can be further stabilized. .

  Further, instead of the case where the yaw rate is large as described above, the drive control unit 42 performs the first vehicle body behavior stabilization control simultaneously with the second vehicle body behavior stabilization control. Drive control is performed while confirming the standard side slip angle βs and the actual side slip angle βa calculated by the above formula. If the deviation of the actual side slip angle βa from the standard side slip angle βs is greater than or equal to a predetermined amount, The shift to the control with only the control is prohibited. As a result, in the region where the change that the first vehicle body behavior stabilization control by the drive control unit 42 gives to the vehicle body behavior is considered to be small, the control based only on the driving force is permitted and the first vehicle body behavior stabilization control is positively performed. In the region where the first vehicle behavior stabilization control greatly changes the vehicle behavior and the vehicle behavior is considered to be unstable, the driving force control is disabled. It is possible to stabilize the vehicle body behavior.

  Further, the drive control unit 42 increases the driving force of the motor / generator 5 in place of the braking force reduction control to be performed by the braking control unit 35 during the execution of the first vehicle body behavior stabilization control alone. . As a result, the regenerative braking is stopped or the regenerative braking control is stopped, for example, when the braking control unit 35 is stopped while the ABS control unit 32 outputs a braking force reduction command after the regenerative braking is stopped. Even when the power cannot be suppressed, the tendency of the wheels to be locked can be prevented because the inertia force of the motor is large, and the lock of the wheels can be suppressed.

  When the abnormality detection unit 37 detects that an abnormality has occurred in the brake actuator, the braking control unit 35 stops the second vehicle body behavior stabilization control using the modulator 12 and the abnormality notification unit 41 displays the indicator 19. By displaying the occurrence of abnormality and notifying the abnormality, it is possible to prevent the second vehicle body behavior stabilization control by the braking control unit 35 from being continuously used in an incomplete state.

  This is the end of the description of the specific embodiment. However, the present invention is not limited to the above embodiment, and the specific shape and arrangement of each member can be appropriately changed without departing from the spirit of the present invention. is there. Further, the vehicle body behavior stabilization device 1 according to the present invention shown in the above embodiment does not necessarily require all elements, and can be appropriately selected without departing from the gist of the present invention. . For example, in the above-described embodiment, the example in which the drive control unit 42 acts as the prohibiting unit has been described, but the braking control unit 35 or another control device may be used instead.

DESCRIPTION OF SYMBOLS 1 Car body behavior stabilization apparatus 2 Front wheel 3 Rear wheel 5 Motor generator (drive device)
8 Engine (drive device)
9 Drive control unit (drive control means)
10 Brake device 11 Disc brake 12 Modulator 12c Pump motor (actuator)
12d Out valve (actuator)
12e In-valve (actuator)
12f Regulator valve 12i Brake fluid pressure sensor (abnormality detection means)
12h Braking control unit (braking control means)
19 Indicator (notification means)
21 Wheel speed sensor (body movement state quantity detection means)
24 Lateral acceleration sensor (body movement state quantity detection means)
25 Yaw rate sensor (body movement state quantity detection means)
35 Brake Control Unit 36 Drive Control Command Unit 37 Abnormality Detection Unit 38 Standard Side Slip Angle Calculation Unit 39 Actual Side Slip Angle Calculation Unit 41 Abnormality Notification Unit 42 Drive Control Unit V Car βa Actual Side Slip Angle βs Standard Side Slip Angle

Claims (6)

Drive control means for executing the first vehicle body behavior stabilization control by controlling the drive force of the drive device;
Braking control means for performing second vehicle body behavior stabilization control by drivingly controlling a plurality of actuators to independently control the braking forces of the front, rear, left and right wheels;
A vehicle body behavior stabilization device comprising an abnormality detection means for detecting at least one abnormality of the drive device or the plurality of actuators;
When the abnormality detection means detects an abnormality of the drive device or the at least one actuator, the first vehicle body behavior stabilization control or the second vehicle body behavior stabilization control is executed alone. A body behavior stabilization device characterized by The braking control means or the braking control means includes a plurality of drive control modes corresponding to a plurality of traveling states including turning traveling,
When the second vehicle body behavior stabilization control is simultaneously executed in the control mode corresponding to the turning traveling, it is prohibited to shift to the control of only the first vehicle body behavior stabilization control. The vehicle body behavior stabilization device according to claim 1.   The said prohibiting means prohibits shifting to the control of only the first vehicle body behavior stabilization control alone based on the detection result of the momentum detecting means for detecting the momentum of the vehicle. 2. The body behavior stabilization device according to 2. The drive means includes a motor that generates regenerative braking force by converting deceleration energy into electric power when the vehicle decelerates,
The drive control means increases the driving force of the motor in place of the braking force reduction control to be performed by the braking control means during the execution of the first vehicle body behavior stabilization control alone. The vehicle body behavior stabilization device according to claim 1.   5. The apparatus according to claim 1, further comprising a notification unit configured to notify an abnormality of the braking control unit during execution of the stabilization control of the vehicle body behavior by the drive control unit alone. The body behavior stabilization device as described in 1. The braking control means and the drive control means are configured to drive and control the drive device and the plurality of actuators based on a motion state quantity determined from a plurality of sensor signals connected to be communicable,
Sensor abnormality determination means for specifying at least one of the plurality of sensor signals as an abnormality signal when an abnormality occurs in at least one of the plurality of sensors;
When the sensor abnormality determination means specifies the abnormality signal, at least one of the first vehicle body behavior stabilization control or the second vehicle body behavior stabilization control is executed in the temporary control mode using the remaining sensor signals. The vehicle body behavior stabilization device according to any one of claims 1 to 5, wherein

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