JP2016137851A - Vehicle behavior control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle behavior control device capable of reducing roll behavior of a vehicle during braking.SOLUTION: A vehicle behavior control device comprises: a stabilizer which connects left and right wheels of a vehicle, and changes rigidity of the vehicle in a roll direction; a brake force adjustment device for adjusting a brake force of each wheel of the vehicle; and a control part for controlling the stabilizer and the brake force adjustment device. The control part executes deflection suppressing control of controlling deflection of the vehicle by adjusting brake force distribution of the left and right wheels. During braking (a step S10-Y), the control part starts first roll reduction control of reducing a roll amount of the vehicle by the stabilizer on the basis of a difference in slip ratios of the left and right wheels before the start of the deflection suppression control (a step S30). After the start of the deflection suppressing control (a step S40-Y), the control part starts second roll reduction control of reducing the roll amount of the vehicle by the stabilizer on the basis of a brake force difference of the left and right wheels (a step S50).SELECTED DRAWING: Figure 6

Description

  The present invention relates to a vehicle behavior control device.

  Conventionally, there is a stabilizer capable of changing the roll rigidity. As such a stabilizer, Patent Document 1 discloses an actuator that operates the stabilizer to vary the roll rigidity of the vehicle, a steering amount detection unit that detects the steering amount of the vehicle, and an actuator based on an output signal from the steering amount detection unit. The technology of a variable stabilizer device provided with a control means for controlling the above is disclosed.

JP-A-2-270617

  The vehicle may roll not only during steering. For example, when there is a difference in load between the left and right wheels, rolls due to the load difference occur. By the way, when there is a difference in load between the left and right wheels, the vehicle is deflected during braking. When deflection suppression control is executed to provide a difference in the braking force between the left and right wheels in order to suppress this deflection, a roll is generated in the vehicle due to the left / right difference in the antilift force. If these roll behaviors occur in a superimposed manner, a large roll behavior may occur in the vehicle, which may cause the driver to feel uncomfortable. In addition, when the number of rolls is reduced at a time, the change in the roll amount becomes large, and the driver may feel uncomfortable.

  The objective of this invention is providing the vehicle behavior control apparatus which can reduce the roll behavior of the vehicle at the time of braking.

  A vehicle behavior control device according to the present invention includes a stabilizer that connects left and right wheels of a vehicle and changes the rigidity of the vehicle in a roll direction, a braking force adjustment device that adjusts a braking force of each wheel of the vehicle, the stabilizer, A control unit that controls the braking force adjusting device, wherein the control unit executes deflection suppression control that suppresses deflection of the vehicle by adjusting a braking force distribution of the left and right wheels, and the control unit includes: During braking, the first roll reduction control for reducing the roll amount of the vehicle by the stabilizer is started based on the difference between the slip ratios of the left and right wheels before the deflection suppression control is started, and the deflection suppression control is started. The second roll reduction control for reducing the roll amount of the vehicle by the stabilizer is started afterward based on the braking force difference between the left and right wheels.

  The vehicle behavior control device executes the first roll reduction control, thereby reducing the roll amount generated due to the load difference between the left and right wheels before the start of the deflection suppression control, and executing the second roll reduction control. Thus, the amount of roll generated due to the difference in braking force between the left and right wheels after the start of the deflection suppression control is reduced. The said vehicle behavior control apparatus can suppress a sudden change and a big change of roll behavior by dividing | segmenting into two steps and reducing the amount of rolls.

  The control unit of the vehicle behavior control device according to the present invention starts the first roll reduction control before starting the deflection suppression control and starts the second roll reduction control after the deflection suppression control is started during braking. The vehicle behavior control device according to the present invention has an effect that the rolling behavior of the vehicle during braking can be reduced.

FIG. 1 is a schematic configuration diagram of a vehicle according to the first embodiment. FIG. 2 is a diagram illustrating the behavior of the vehicle as viewed from the rear. FIG. 3 is a diagram illustrating the relationship between the slip ratio and the braking force. FIG. 4 is a diagram showing a large change in the roll amount. FIG. 5 is a diagram showing the reduction of the roll amount divided into two stages. FIG. 6 is a flowchart according to the control of the first embodiment. FIG. 7 is a diagram showing the relationship between the rear slip ratio difference and the target stabilizer angle. FIG. 8 is a diagram showing the relationship between the rear braking force difference and the target stabilizer angle. FIG. 9 is a time chart according to the control of the first embodiment. FIG. 10 is a flowchart according to the control of the second embodiment.

  Hereinafter, a vehicle behavior control device according to an embodiment of the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

[First Embodiment]
The first embodiment will be described with reference to FIGS. 1 to 9. The present embodiment relates to a vehicle behavior control device. FIG. 1 is a schematic configuration diagram of a vehicle according to the first embodiment of the present invention, and FIG. 2 is a diagram illustrating the behavior of the vehicle as viewed from the rear.

  As shown in FIG. 1, a vehicle 100 according to this embodiment includes a vehicle behavior control device 1, wheels 2, and a braking device 3. The vehicle behavior control device 1 of the present embodiment includes a front stabilizer 10, a rear stabilizer 20, a braking force adjustment device 30, and an ECU 50. The vehicle 100 travels by rotating the wheels 2 with power from a power source such as an internal combustion engine or a motor generator. The vehicle 100 has four wheels 2 including a left front wheel 2FL, a right front wheel 2FR, a left rear wheel 2RL, and a right rear wheel 2RR. Each wheel 2 is provided with a braking device 3. The left front braking device 3FL is disposed on the left front wheel 2FL and brakes the rotation of the left front wheel 2FL. Similarly, the right front braking device 3FR, the left rear braking device 3RL, and the right rear braking device 3RR brake the rotation of the right front wheel 2FR, the left rear wheel 2RL, and the right rear wheel 2RR, respectively.

  The braking force adjusting device 30 adjusts the braking force of each wheel 2FL, 2FR, 2RL, 2RR of the vehicle 100. The braking device 3 (3FL, 3FR, 3RL, 3RR) of the present embodiment is a brake device that generates a braking force by hydraulic pressure, and is, for example, a disc brake device. The braking force adjusting device 30 individually controls the hydraulic pressure supplied to each braking device 3FL, 3FR, 3RL, 3RR. The braking force adjusting device 30 includes a hydraulic pump that generates hydraulic pressure, and a pressure adjusting circuit that adjusts the hydraulic pressure supplied from the hydraulic pump and supplies the hydraulic pressure to the braking devices 3FL, 3FR, 3RL, and 3RR. The braking force adjusting device 30 can supply different hydraulic pressures to the four braking devices 3FL, 3FR, 3RL, and 3RR. The braking force adjusting device 30 of the present embodiment is an ABS (Anti_Lock Braking System) actuator. The braking force adjusting device 30 suppresses locking of the wheels 2FL, 2FR, 2RL, 2RR during braking by ABS control.

  The stabilizers 10 and 20 of the present embodiment are so-called active stabilizers. Stabilizers 10 and 20 connect the left and right wheels of vehicle 100 and change the rigidity of vehicle 100 in the roll direction. The front stabilizer 10 connects the left front wheel 2FL and the right front wheel 2FR. The front stabilizer 10 is connected to the bars 21 and 22, respectively. The bar 21 is connected to a support member that supports the left front wheel 2FL. The bar 22 is connected to a support member that supports the right front wheel 2FR. The front stabilizer 10 has a motor that relatively rotates the bar 21 and the bar 22 in the twisting direction. That is, the motor of the front stabilizer 10 rotates the bar 21 and the bar 22 in directions different from each other about the axis in the vehicle width direction as a rotation axis. The front stabilizer 10 changes the magnitude of the rigidity in the roll direction at the front portion of the vehicle 100 by changing the magnitude of the torque generated in the motor.

  The rear stabilizer 20 is connected to the bars 31 and 32, respectively. The bar 31 is connected to a support member that supports the left rear wheel 2RL. The bar 32 is connected to a support member that supports the right rear wheel 2RR. The rear stabilizer 20 has a motor that relatively rotates the bar 31 and the bar 32 in the twisting direction. That is, the motor of the rear stabilizer 20 rotates the bar 31 and the bar 32 in different directions with the axis line in the vehicle width direction as a rotation axis. The rear stabilizer 20 changes the magnitude of the rigidity in the roll direction at the rear portion of the vehicle 100 by changing the magnitude of the torque generated by the motor.

  The ECU 50 has a function as a control unit that controls the stabilizers 10 and 20 and the braking force adjusting device 30. The ECU 50 is, for example, an electronic control unit. A signal indicating the detection result of each sensor of the vehicle is sent to the ECU 50. The vehicle 100 of this embodiment includes a wheel speed sensor, a steering angle sensor, and a master cylinder pressure sensor. The wheel speed sensor detects the rotational speed of each wheel 2FL, 2FR, 2RL, 2RR, and sends a signal indicating the detection result to the ECU 50. The steering angle sensor detects the steering angle of the steering wheel and sends a signal indicating the detection result to the ECU 50. The master cylinder pressure sensor detects the brake fluid pressure of the master cylinder and sends a signal indicating the detection result to the ECU 50. The ECU 50 calculates the traveling speed (vehicle speed) V of the vehicle 100 based on the rotational speeds of the wheels 2FL, 2FR, 2RL, 2RR. Further, the ECU 50 calculates the slip ratio and the slip amount of each wheel 2FL, 2FR, 2RL, 2RR from the rotational speed of each wheel 2FL, 2FR, 2RL, 2RR and the vehicle speed V.

  The ECU 50 according to the present embodiment performs EBD (Electronic Brake force Distribution) control. The EBD control is a control that adjusts the braking force distribution of the wheels 2FL, 2FR, 2RL, and 2RR in accordance with the traveling state. The ECU 50 determines the braking force distribution based on the wheel speeds of the wheels 2FL, 2FR, 2RL, 2RR. The ECU 50 controls the front wheels 2FL, 2FR and the rear wheels 2RL, 2RR so that the slip ratio of the rear wheels 2RL, 2RR does not become higher than the slip ratio of the front wheels 2FL, 2FR, for example, when braking on a flat road or a downhill road. Distribute power.

  The ECU 50 of the present embodiment executes deflection suppression control that suppresses the deflection of the vehicle 100 by adjusting the braking force distribution of the left and right wheels. Here, the deflection of the vehicle 100 indicates the inclination of the longitudinal axis of the vehicle 100 with respect to the direction of the road. The deflection of the vehicle 100 occurs during braking when there is a load difference between the left and right wheels, for example. For example, as shown in FIG. 1, it is assumed that the center of gravity position PG of the vehicle 100 is on the right side in the vehicle width direction with respect to the center line CL of the vehicle 100 in the vehicle width direction. In this case, due to the deviation of the center of gravity position PG, a deflection moment indicated by an arrow Y1 is generated during braking. When the center of gravity position PG is biased to the right side of the vehicle with respect to the center line CL, a counterclockwise (arrow Y1) deflection moment is generated when the vehicle 100 is viewed from above. As a result, the vehicle 100 is deflected to the left.

  The ECU 50 suppresses the deflection of the vehicle 100 due to the deflection moment by the deflection suppression control. The ECU 50 according to the present embodiment determines that the vehicle 100 is deflected when the yaw rate of the vehicle 100 becomes a predetermined value or more when traveling straight ahead. When the ECU 50 determines that the deflection has occurred, the ECU 50 adjusts the braking force distribution between the left and right wheels. The ECU 50 generates a moment in the direction Y1 opposite to the direction Y1 of the deflection moment by distributing the braking force between the left and right wheels. For example, when the vehicle 100 is deflected to the left and the counterclockwise (arrow Y1) yaw rate is detected, the ECU 50 determines that the braking force of the left wheels 2FL and 2RL is smaller than the braking force of the right wheels 2FR and 2RR. The left / right distribution of the braking force is adjusted so that The clockwise (arrow Y2) moment generated by the difference in braking force between the left and right wheels suppresses the deflection of the vehicle 100.

  Here, when providing a difference in the braking force between the left and right wheels, the vehicle 100 rolls due to a difference in the anti-lift amount between the rear wheels 2RL and 2RR. The vehicle 100 according to the present embodiment includes an anti-lift mechanism that applies a pulling-down force (anti-lift force) to the rear portion of the vehicle body when the braking devices 3RL and 3RR brake the rear wheels 2RL and 2RR. The braking force generated by the left rear braking device 3RL applies an antilift force having a magnitude corresponding to the braking force to the support member that supports the left rear wheel 2RL. The braking force generated by the right rear braking device 3RR applies an antilift force having a magnitude corresponding to the braking force to the support member that supports the right rear wheel 2RR. Therefore, when the braking force FRR of the right rear wheel 2RR becomes larger than the braking force FRL of the left rear wheel 2RL by the deflection suppression control, as shown in FIG. 1, it is applied to the right rear wheel 2RR side of the vehicle 100. The anti-lift force ARR is larger than the anti-lift force ARL applied to the left rear wheel 2RL. Thereby, as shown in FIG. 2, the vehicle 100 rolls in the right-tilt direction. Further, a roll to the right side is also generated in the vehicle 100 due to a load difference between the left and right wheels due to the shift of the center of gravity position PG to the right in the vehicle width direction. Therefore, the total roll amount αT of the vehicle 100 is a value obtained by combining the roll amount αW due to the load difference between the left and right wheels and the roll amount αA due to the braking force difference between the left and right wheels. In the following description, the roll amount αW due to the load difference between the left and right wheels is simply referred to as “roll amount αW due to load difference”. Further, the roll amount αA due to the braking force difference between the left and right wheels is simply referred to as “roll amount αA due to the braking force difference”.

  The ECU 50 according to the present embodiment executes roll reduction control that reduces the roll amount α of the vehicle 100. The ECU 50 reduces the roll amount by two roll reduction controls: a first roll reduction control that reduces the roll amount αW due to the load difference and a second roll reduction control that reduces the roll amount αA due to the braking force difference.

  The first roll reduction control of the present embodiment is control for reducing the roll amount α (roll amount αW due to load difference) of the vehicle 100 by the stabilizers 10 and 20 based on the rear slip ratio difference ΔS. FIG. 3 shows the relationship between the slip ratio and the braking force. In FIG. 3, the horizontal axis represents the slip rate of the wheel 2, and the vertical axis represents the braking force acting on the wheel 2. As shown in FIG. 3, when the braking force having the same magnitude F1 is applied to the high load wheel and the low load wheel, the slip ratio value Shg of the high load wheel is smaller than the slip ratio value Slw of the low load wheel. Value. The ECU 50 stores in advance a map showing the correspondence between the slip ratio and the braking force for various wheel load values. The ECU 50 estimates the load difference between the left and right wheels from the difference between the slip ratio SRL of the left rear wheel 2RL and the slip ratio SRR of the right rear wheel 2RR. The ECU 50 reduces the roll amount αW due to the load difference by causing the stabilizers 10 and 20 to generate an anti-roll moment having a magnitude corresponding to the estimated value of the load difference between the left and right wheels.

  The second roll reduction control of the present embodiment is control for reducing the roll amount α (roll amount αA due to the braking force difference) of the vehicle 100 by the stabilizers 10 and 20 based on the braking force difference between the left and right wheels. The ECU 50 calculates the braking force difference between the left and right wheels from the difference between the braking force FRR of the right rear wheel 2RR and the braking force FRL of the left rear wheel 2RL. The braking force FRR of the right rear wheel 2RR is calculated from, for example, a command value of the supply hydraulic pressure to the right rear braking device 3RR or an actual hydraulic pressure. The braking force FRL of the left rear wheel 2RL is calculated from, for example, a command value of the supply hydraulic pressure for the left rear braking device 3RL or an actual hydraulic pressure. The ECU 50 reduces the roll amount αA due to the braking force difference by causing the stabilizers 10 and 20 to generate an anti-roll moment having a magnitude corresponding to the braking force difference between the left and right wheels.

  The ECU 50 of the present embodiment executes the first roll reduction control and the second roll reduction control at different timings. During braking, the ECU 50 executes the first roll reduction control before starting the deflection suppression control, and executes the second roll reduction control after starting the deflection suppression control. As a result, the change in the behavior of the vehicle 100 can be made smooth and the riding comfort can be improved. If the two roll reduction controls are started after the start of the deflection suppression control, as shown in FIG. 4, the total roll amount αT, which is the sum of the roll amount αW due to the load difference and the roll amount αA due to the braking force difference, is once set. Will be reduced. In addition, after the one-end roll amount α is increased by the deflection suppression control, the increased roll amount α is reduced by the stabilizers 10 and 20. In this case, there is a possibility that the ride comfort may be lowered, for example, the amount of change in the roll behavior and the speed of change become large, or the change in roll behavior becomes frequent.

  On the other hand, the ECU 50 of the present embodiment executes the first roll reduction control before starting the deflection suppression control to reduce the roll amount αW due to the load difference. Further, the ECU 50 executes the second roll reduction control after the start of the deflection suppression control to reduce the roll amount αA due to the braking force difference. As shown in FIG. 5, the change in the behavior of the vehicle 100 becomes smooth by reducing the roll amount α in two stages: reduction of the roll amount αW due to the load difference and reduction of the roll amount αA due to the braking force difference. , Improve ride comfort.

With reference to FIGS. 6 to 9, behavior control of the vehicle 100 according to the first embodiment will be described. The flowchart shown in FIG. 6 is repeatedly executed at predetermined intervals during traveling. In the time chart of FIG. 9, (a) is a rear slip ratio difference ΔS described later, (b) is a rear braking force difference ΔF described later, (c) is a target stabilizer angle, (d) is a yaw rate YR (solid line), and rolls. The quantity α (broken line) is shown respectively. The rear slip ratio difference ΔS is a difference between the value of the slip ratio SRL of the left rear wheel 2RL and the value of the slip ratio SRR of the right rear wheel 2RR, and is calculated by the following equation (1). The rear braking force difference ΔF is a difference between the braking force FRR of the right rear wheel 2RR and the braking force FRL of the left rear wheel 2RL, and is calculated by the following equation (2).
ΔS = SRL−SRR (1)
ΔF = FRR−FRL (2)

  The target stabilizer angles θ1 and θ2 are target values of the stabilizer angle θ of the stabilizers 10 and 20. The stabilizer angle (front stabilizer angle) of the front stabilizer 10 is a relative rotation angle from the neutral position of the bars 21 and 22. The neutral positions of the bars 21 and 22 are rotational positions when the vehicle 100 is stopped in a horizontal posture and the motor of the front stabilizer 10 is not excited. Similarly, the stabilizer angle (rear stabilizer angle) of the rear stabilizer 20 is a relative rotation angle from the neutral position of the bars 31 and 32.

  In the yaw rate YR, a positive value indicates the left deflection behavior of the vehicle 100, and a negative value indicates the right deflection behavior of the vehicle 100. In the roll amount α, a positive value indicates a roll behavior in which the vehicle 100 tilts to the left, and a negative value indicates a roll behavior in which the vehicle 100 tilts to the right. In FIG. 9, braking is started at time t1. Before the start of braking, the roll amount α has become a negative value due to the deviation of the position of the center of gravity, and the vehicle 100 is traveling in a posture rolled to the right.

  In step S10 of the flowchart of FIG. 6, the ECU 50 determines whether or not the vehicle 100 is undergoing straight braking. For example, the ECU 50 determines that the vehicle 100 is traveling straight when the steering angle from the neutral position detected by the steering angle sensor is equal to or less than a predetermined value. Further, the ECU 50 determines that braking is being performed, for example, when the master cylinder pressure or the wheel cylinder pressure is equal to or higher than a predetermined pressure. If an affirmative determination is made in step S10 that the vehicle is braking straight (step S10-Y), the process proceeds to step S20. If a negative determination is made (step S10-N), the current control process is terminated.

  In step S20, the ECU 50 determines whether or not the absolute value of the rear slip ratio difference ΔS is larger than the first threshold value Th1. The first threshold Th1 is set as a threshold for determining whether or not the vehicle 100 is deflected. As shown in FIG. 9, when braking is started at time t1, the vehicle 100 starts to deflect to the left. When braking is started, the values of the rear slip ratio difference ΔS and the yaw rate YR increase. At time t2, the rear slip ratio difference ΔS becomes larger than the first threshold Th1, and an affirmative determination is made in step S20. If it is determined in step S20 that the absolute value of the rear slip ratio difference ΔS is larger than the first threshold Th1 (step S20-Y), the process proceeds to step S30, and if it is determined negative (step S20-N). ) Ends the current control process.

  In step S30, the ECU 50 executes first roll reduction control. The ECU 50 calculates a target stabilizer angle θ1 for the first roll reduction control. For example, the ECU 50 calculates the target stabilizer angle θ1 by a derivation function f (ΔS) as shown in FIG.

  FIG. 7 shows the relationship between the rear slip ratio difference ΔS determined by the derivation function f (ΔS) and the target stabilizer angle θ1. In FIG. 7, the horizontal axis represents the rear slip ratio difference ΔS, and the vertical axis represents the target stabilizer angle θ1. A positive value of the target stabilizer angle θ1 indicates a relative rotation angle in a direction in which the right roll of the vehicle 100 is suppressed, and a negative value indicates a relative rotation angle in a direction in which the left roll of the vehicle 100 is suppressed. As shown in FIG. 7, when the absolute value of the rear slip ratio difference ΔS is equal to or smaller than the first threshold Th1, the target stabilizer angle θ1 is set to zero. While the absolute value of the rear slip ratio difference ΔS is between the first threshold Th1 and the predetermined value Th11, the magnitude of the target stabilizer angle θ1 increases linearly. When the absolute value of the rear slip ratio difference ΔS is larger than the predetermined value Th11, the target stabilizer angle θ1 is set to the maximum angle θ1max.

  The ECU 50 outputs the calculated target stabilizer angle θ1 as a command value for the front stabilizer 10 and the rear stabilizer 20. The front stabilizer 10 increases the roll rigidity on the front side of the vehicle 100 by controlling the torque of the motor so that the front stabilizer angle coincides with the target stabilizer angle θ1. The rear stabilizer 20 increases the roll stiffness on the rear side of the vehicle 100 by controlling the torque of the motor so that the rear stabilizer angle coincides with the target stabilizer angle θ1. In the first roll reduction control of the present embodiment, the front stabilizer 10 and the rear stabilizer 20 gradually change the stabilizer angle θ to the target stabilizer angle θ1. When the first roll reduction control is started at time t2, the stabilizer angle θ gradually changes toward the target stabilizer angle θ1. The magnitude of the roll amount α is reduced in accordance with the change in the stabilizer angle θ. The ECU 50 starts the EBD control together with the first roll reduction control at time t2. In this EBD control, for example, the braking force is distributed between the front and rear wheels. When step S30 is executed, the process proceeds to step S40.

  In step S40, the ECU 50 determines whether or not the absolute value of the rear braking force difference ΔF is greater than the second threshold value Th2. The second threshold Th2 is defined as a threshold for determining whether or not the deflection suppression control is being executed. In FIG. 9, the deflection suppression control is started when the magnitude of the yaw rate YR exceeds the threshold at time t3. As a result, the rear slip ratio difference ΔS and the yaw rate YR are reduced, and the left deflection of the vehicle 100 is suppressed. When the deflection suppression control is started, the absolute value of the rear braking force difference ΔF exceeds the second threshold Th2, and an affirmative determination is made in step S40. If it is determined in step S40 that the absolute value of the rear braking force difference ΔF is larger than the second threshold Th2 (step S40-Y), the process proceeds to step S50, and if it is determined negative (step S40-N). ) Ends the current control process.

  In step S50, the ECU 50 executes second roll reduction control. The ECU 50 calculates a target stabilizer angle θ2 for the second roll reduction control. The target stabilizer angle θ2 is a target value of the stabilizer angle of the stabilizers 10 and 20. For example, the ECU 50 calculates the target stabilizer angle θ2 using a derivation function f (ΔF) as shown in FIG.

  FIG. 8 shows the relationship between the rear braking force difference ΔF determined by the derivation function f (ΔF) and the target stabilizer angle θ2. In FIG. 8, the horizontal axis represents the rear braking force difference ΔF, and the vertical axis represents the target stabilizer angle θ2. A positive value of the target stabilizer angle θ2 indicates a relative rotation angle in a direction in which the right roll of the vehicle 100 is suppressed, and a negative value indicates a relative rotation angle in a direction in which the left roll of the vehicle 100 is suppressed. As shown in FIG. 8, when the absolute value of the rear braking force difference ΔF is equal to or smaller than the second threshold Th2, the target stabilizer angle θ2 is set to zero. While the absolute value of the rear braking force difference ΔF is between the second threshold Th2 and the predetermined value Th21, the magnitude of the target stabilizer angle θ2 increases linearly. When the absolute value of the rear braking force difference ΔF is larger than the predetermined value Th21, the target stabilizer angle θ2 is set to the maximum angle θ2max.

  The ECU 50 determines a command value for the front stabilizer 10 and the rear stabilizer 20 by adding a target stabilizer angle (θ1 + θ2) obtained by adding the target stabilizer angle θ1 of the first roll reduction control and the calculated target stabilizer angle θ2 of the second roll reduction control. Output as. The front stabilizer 10 increases the roll rigidity on the front side of the vehicle 100 by performing torque control of the motor so that the front stabilizer angle matches the target stabilizer angle (θ1 + θ2). The rear stabilizer 20 increases the roll rigidity on the rear side of the vehicle 100 by controlling the torque of the motor so that the rear stabilizer angle matches the target stabilizer angle (θ1 + θ2).

  In the second roll reduction control of the present embodiment, the front stabilizer 10 and the rear stabilizer 20 change the stabilizer angle θ at a stroke to the target stabilizer angle (θ1 + θ2). The stabilizers 10 and 20 make the change speed of the stabilizer angle θ in the second roll reduction control faster than the change speed of the stabilizer angle θ in the first roll reduction control. For example, the stabilizers 10 and 20 change the stabilizer angle θ at the maximum change speed. Thereby, roll fluctuations generated by the deflection suppression control can be suppressed to the maximum. When step S50 is executed, the current control process ends. By starting the second roll reduction control at time t3, an increase in the roll amount α due to the deflection suppression control is suppressed.

  As described above, the ECU 50 of the vehicle behavior control apparatus 1 according to the first embodiment determines the stabilizer 10 based on the slip ratio difference between the left and right wheels (rear slip ratio difference ΔS) before starting the deflection suppression control during braking. 20 starts the first roll reduction control for reducing the roll amount α of the vehicle 100 (step S30), and after the start of the deflection suppression control (step S40-Y), the braking force difference between the left and right wheels (rear braking force difference ΔF). ) To start the second roll reduction control for reducing the roll amount α of the vehicle 100 by the stabilizers 10 and 20 (step S50). By starting the first roll reduction control and the second roll reduction control separately before and after the start of the deflection suppression control, sudden roll fluctuation of the vehicle 100 is suppressed, and the driver feeling is improved. The vehicle behavior control device 1 of the present embodiment can suppress yaw behavior (deflection) while suppressing large rolls and sudden roll changes.

  The vehicle 100 of this embodiment uses an ABS actuator as the braking force adjusting device 30. ABS actuators are required to have high pressure-reducing responsiveness in order to eliminate a sudden wheel lock or lock tendency in ABS control. For this reason, the pressure reducing valve characteristic of the ABS actuator is given priority to the pressure reducing response. Due to the characteristics of the pressure reducing valve, it is difficult to gently reduce the hydraulic pressure when the hydraulic pressure supplied to the braking device 3 is reduced. When the EBD control is executed by the ABS actuator, the oil pressure is likely to change stepwise when the supply oil pressure is reduced. When the hydraulic pressure is reduced stepwise, the braking force also changes stepwise, and the antilift force proportional to the braking force also changes stepwise. As a result, the roll behavior generated as a result of the left-right difference in the antilift force also changes stepwise, which may lead to a decrease in riding comfort.

For example, the vehicle behavior control device 1 of the present embodiment can suitably suppress a sudden change in the roll amount α in the situation described below. In the EBD control, when the slip ratio of the rear wheels 2RL and 2RR is set lower than the slip ratio of the front wheels 2FL and 2FR, the braking force distribution is set closer to the rear. Thereby, most of the force generated between the rear wheels 2RL and 2RR and the road surface is taken by the braking force, and the remaining force in the lateral force direction is reduced. As a result, the lateral stability of the rear wheels 2RL and 2RR is reduced, and the vehicle 100 is likely to be deflected during braking. In order to suppress the deflection of the vehicle 100 by EBD control, the following three patterns can be considered when a difference is provided between the hydraulic pressure supplied to the left rear brake device 3RL and the hydraulic pressure supplied to the right rear brake device 3RR.
(I) The hydraulic pressure for one of the braking devices 3RL and 3RR is reduced, and the hydraulic pressure for the other is increased.
(II) Only increase the hydraulic pressure for one of the braking devices 3RL and 3RR.
(III) Only the pressure of the hydraulic pressure is reduced with respect to one of the braking devices 3RL and 3RR.

  When the braking force distribution is closer to the rear as described above and the stability is reduced, the use of the means (II) may further reduce the stability and offset the effect. For this reason, it is preferable to employ the means (I) or (III). When the margin of the lateral force direction of the rear wheels 2RL and 2RR is small as a characteristic of the vehicle 100, the means (III) is desirable. The vehicle behavior control device 1 according to the present embodiment has a roll amount αA due to a braking force difference caused by an anti-roll moment generated by the stabilizers 10 and 20 when the hydraulic pressure supplied to one of the braking devices 3RL and 3RR is reduced by deflection suppression control. , And abrupt changes and step-like changes in the roll amount α are alleviated and suppressed. Thereby, the change of the vehicle behavior accompanying pressure reduction can be suppressed, and an improvement in riding comfort and an improvement in vehicle stability can be realized.

[Second Embodiment]
The second embodiment will be described with reference to FIG. In the second embodiment, components having the same functions as those described in the first embodiment are given the same reference numerals, and duplicate descriptions are omitted. FIG. 10 is a flowchart according to the control of the second embodiment. The second embodiment differs from the first embodiment in that, for example, slip rates SRR_STP and SRL_STP immediately after the start of braking are used to suppress the influence of variation. The flowchart shown in FIG. 10 is repeatedly executed at predetermined intervals during traveling.

  In step S110, the ECU 50 determines whether or not the vehicle 100 is traveling straight ahead. As a result, if the determination is affirmative that the vehicle is traveling straight (step S110-Y), the process proceeds to step S120, and if the determination is negative (step S110-N), the current control process ends.

  In step S120, the ECU 50 determines whether or not the vehicle 100 is being braked when executing the current control process. The ECU 50 determines that braking is being performed when the current master cylinder pressure or wheel cylinder pressure is equal to or higher than a predetermined pressure. If the result of determination in step S120 is affirmatively determined that braking is being performed this time (step S120-Y), the process proceeds to step S130, and if the determination is negative (step S120-N), the current control process is terminated. To do.

  In step S130, the ECU 50 determines whether or not it was not braked at the time of the previous execution of this control process. If a negative determination is made in step S120 when the control process was executed last time, the ECU 50 makes an affirmative determination in step S130 and proceeds to step S140, and an affirmative determination is made in step S120 when the control process was executed last time. If YES in step S130, a negative determination is made in step S130, and the process proceeds to step S150.

  In step S140, the ECU 50 substitutes the current slip ratios SRR and SRL for the initial slip ratios SRR_STP and SRL_STP. The initial slip ratios SRR_STP and SRL_STP are values of slip ratios of the right rear wheel 2RR and the left rear wheel 2RL immediately after the start of braking. The ECU 50 substitutes the value of the current slip ratio SRR of the right rear wheel 2RR into the initial slip ratio SRR_STP of the right rear wheel, and uses the value of the current slip ratio SRL of the left rear wheel 2RL as the initial slip ratio SRL_STP of the left rear wheel 2RL. Assign to. When step S140 is executed, the process proceeds to step S150.

  In step S150, the ECU 50 determines whether or not EBD control is being performed. As a result, when an affirmative determination is made that the EBD control is being performed (step S150-Y), the process proceeds to step S160, and when a negative determination is made (step S150-N), the current control process ends.

In step S160, the ECU 50 determines whether or not the absolute value of the rear slip ratio difference ΔS is larger than the first threshold value Th1. In the second embodiment, the rear slip ratio difference ΔS is calculated by the following equation (3). By using the difference between the current slip ratios SRL and SRR and the initial slip ratios SRL_STP and SRR_STP, it is possible to eliminate the influence of the variation in the wheel diameter of the left and right wheels and the variation in the braking force generated in the left and right wheels. .
ΔS = (SRL−SRL_STP) − (SRR−SRR_STP) (3)

  If the result of determination in step S160 is affirmatively determined that the absolute value of the rear slip ratio difference ΔS is greater than the first threshold Th1 (step S160-Y), the process proceeds to step S170, and negative determination is made ( In step S160-N), the current control process ends.

  In step S170, the ECU 50 executes first roll reduction control. Thereby, the roll amount αW due to the load difference is reduced. When step S170 is executed, the process proceeds to step S180.

  In step S180, the ECU 50 determines whether or not the absolute value of the rear braking force difference ΔF is larger than the second threshold value Th2. If it is determined that the absolute value of the rear braking force difference ΔF is greater than the second threshold Th2 as a result of the determination (step S180-Y), the process proceeds to step S190, and the determination is negative (step S180). -N) terminates the current control process.

  In step S190, the ECU 50 executes second roll reduction control. Thereby, the roll amount αA due to the braking force difference is reduced. When step S190 is executed, the current control process ends.

  According to the vehicle behavior control of this embodiment, the influence of factors other than the load difference between the left and right wheels (for example, variation in the wheel diameter of the left and right wheels, variation in the braking force of the left and right wheels) is eliminated, and the first roll reduction The target stabilizer angle θ1 in the control can be set to a more appropriate value. Further, in the vehicle behavior control of the present embodiment, the roll reduction control by the stabilizers 10 and 20 is performed by limiting the execution of the first roll reduction control and the second roll reduction control to during the EBD control (step S150-Y). It suppresses that the operation frequency of becomes too high.

[First Modification of Each Embodiment]
A first modification of the first embodiment and the second embodiment will be described. Regarding the target stabilizer angle θ1 in the first roll reduction control, the target value for the front stabilizer 10 and the target value for the rear stabilizer 20 may be different values. Regarding the target stabilizer angle θ2 in the second roll reduction control, the target value for the front stabilizer 10 and the target value for the rear stabilizer 20 may be different values.

[Second Modification of Each Embodiment]
A second modification of the first embodiment and the second embodiment will be described. The first roll reduction control may be executed based on a physical quantity indicating the slip amount or other slip state of the wheel 2 instead of the slip ratio.

  The contents disclosed in each of the above embodiments and modifications can be executed in appropriate combination.

1 Vehicle Behavior Control Device 2 Wheel 2FL Left Front Wheel 2FR Right Front Wheel 2RL Left Rear Wheel 2RR Right Rear Wheel 3 Braking Device 3FL Left Front Braking Device 3FR Right Front Braking Device 3RL Left Rear Braking Device 3RR Right Rear Braking Device 10 Front Stabilizer 20 Rear Stabilizer 30 Control Power adjustment device 50 ECU
100 Vehicle ΔF Rear braking force difference ΔS Rear slip ratio difference α Roll amount αW Roll amount due to load difference αA Roll amount due to braking force difference θ1, θ2 Target stabilizer angle

Claims (1)

A stabilizer that connects the left and right wheels of the vehicle and changes the rigidity of the vehicle in the roll direction;
A braking force adjusting device for adjusting the braking force of each wheel of the vehicle;
A control unit for controlling the stabilizer and the braking force adjusting device;
With
The control unit executes deflection suppression control that suppresses deflection of the vehicle by adjusting a braking force distribution of the left and right wheels,
The controller starts a first roll reduction control for reducing the roll amount of the vehicle by the stabilizer based on a difference between slip ratios of the left and right wheels before starting the deflection suppression control at the time of braking. The vehicle behavior control device, wherein after the start of the suppression control, the second roll reduction control for reducing the roll amount of the vehicle by the stabilizer is started based on the braking force difference between the left and right wheels.

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