JP3033347B2 - Comprehensive control system for roll rigidity distribution and driving force distribution - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a roll rigidity distribution and drive system applied to a vehicle equipped with a roll rigidity distribution control system based on slip angle feedback control and a driving force distribution control system based on differential limiting torque control. It relates to an integrated control device with power distribution.

[0002]

2. Description of the Related Art Conventionally, a slip angle generated in a vehicle body is calculated, and a deviation between a target slip angle and an actual slip angle and a differential value of the deviation are calculated so that the slip angle coincides with a target slip angle that should be generated by steering. As a roll stiffness distribution control system that determines and controls the distribution of roll stiffness before and after, for example, an apparatus described in Japanese Patent Application Laid-Open No. 2-179525 is known. The focus is on yaw control as well as control.

[0003] Explaining the yaw controllability, the total amount of load movement of the front and rear wheels is determined by the magnitude of the lateral acceleration during turning. Therefore, if the front and rear roll stiffness distributions are determined and controlled so as to increase the load transfer amount of the front wheel and reduce the load transfer amount of the rear wheel, the total cornering power of the front wheel decreases and the total cornering power of the rear wheel increases. A yaw moment in the understeer direction is obtained. Also, if the front and rear roll stiffness distributions are determined and controlled so that the load movement of the front wheels is reduced and the load movement of the rear wheels is increased, the total cornering power of the front wheels increases and the total cornering power of the rear wheels decreases. The yaw moment in the oversteer direction is obtained.

[0004]

However, in the conventional roll stiffness distribution control system, the roll stiffness distribution ratio is largely changed in a limit turning region where the deviation between the target slip angle and the actual slip angle is large. , Resulting in a decrease in the critical turning lateral acceleration.

In other words, considering the effect of the wheel load on the tire,
For example, as shown in FIG. 6, the wheel load W is W = 200 kgf →
When W = 400 kgf → W = 750 kgf, the maximum generated side force increases depending on the increase of the wheel load. However, when the wheel load exceeds a certain wheel load, the side force reverses as shown in the characteristic of W = 850 kgf. It will be smaller. From this, if the allotment of the rear wheels is increased by the roll rigidity distribution, if the degree is large, a large wheel load will be applied to the turning outer wheel of the rear wheels due to the load movement by the roll, and the wheel load such as W = 850 kgf Then, the maximum generated side force is reduced, and as a result, the critical turning lateral acceleration is reduced.

In a critical turning region where the deviation between the target slip angle and the actual slip angle is large, yaw control by roll rigidity distribution control becomes difficult. If the deviation is large in the relationship of target slip angle> actual slip angle, strong understeer is caused. If the relationship of target slip angle <actual slip angle is exhibited, strong oversteer characteristics are exhibited, and the vehicle lacks stability in behavior.

The present invention has been made in view of the above-described problems, and has both a roll rigidity distribution control system based on slip angle feedback control and a driving force distribution control system based on differential limiting torque control. The goal is to ensure controllability and stability of vehicle behavior while preventing a decrease in critical turning lateral acceleration in a critical turning area in a comprehensive control system for roll rigidity distribution and driving force distribution applied to vehicles. I do.

[0008]

In order to solve the above-mentioned problems, a roll stiffness distribution and driving force distribution control device according to the present invention uses a roll stiffness distribution control limit range between a target behavior calculation value and an actual behavior detection value. When the deviation is predicted to be equal to or greater than a predetermined value, and the control limit range is predicted, the roll rigidity distribution control system sets the front and rear roll rigidity distribution ratio to a neutral characteristic.
The driving force distribution control system is provided with comprehensive control means for controlling the change of the driving force distribution so as to cancel the deviation, while defining the value to be equal to or less than the value obtained by adding the prescribed value to the corresponding basic distribution ratio .

That is, as shown in the claim correspondence diagram of FIG. 1 , changes in the actual vehicle attitude and vehicle operation represented by the yaw rate, lateral acceleration and slip angle applied to the vehicle.
That the actual behavior detection unit a for detecting an actual behavior of the vehicle, the vehicle attitude and vehicle operation that naturally occur to the target Te cowpea steering
A target behavior calculating means b for calculating a target behavior of the vehicle, which is a change, a roll rigidity distribution control system c for feedback-controlling the longitudinal roll rigidity distribution based on a deviation between the actual behavior detected value and the target behavior computed value, a driving force distribution control system d for controlling the driving force distribution of the wheels in accordance with a command from the outside, a deviation calculating means e for calculating a deviation between the target behavior calculated value and the actual behavior detection value, the deviation roll stiffness
When the value is equal to or more than a predetermined value which is a limit value predicted value of the distribution control, the roll rigidity distribution ratio in the roll rigidity distribution control system c is set to a basic distribution ratio corresponding to a neutral characteristic.
And a general control means f for outputting a command specifying the drive power distribution control system d to change the drive power distribution so as to cancel the deviation.

[0010]

When the vehicle is turning at a high lateral acceleration, the deviation calculating means e
In the above, the deviation calculated by the target behavior calculation value from the target behavior calculation means b and the actual behavior detection value from the actual behavior detection means a is equal to or greater than a predetermined value that is a limit area predicted value of the roll rigidity distribution control. In the general control means f, the front and rear roll rigidity distribution ratio in the roll rigidity distribution control system c is updated.
A command that specifies a value equal to or less than a value obtained by adding a specified value to the basic distribution rate corresponding to the neutral characteristic is output, and a command that controls the driving force distribution control system d to change the driving force distribution so as to cancel the deviation is output. Is done.

Therefore, when the control limit region of the roll stiffness distribution control is predicted when the deviation between the target behavior calculation value and the actual behavior detection value becomes a predetermined value or more, before and after the control by the roll stiffness distribution control system c. The roll rigidity distribution ratio is defined to be equal to or less than a predetermined value. With this, when the control is continued as it is, the roll rigidity distribution ratio is greatly changed according to the deviation between the target behavior calculation value and the actual behavior detection value, and a large wheel load is applied to the turning outer wheel of the rear wheel by the load movement by the roll. As a result, the limit turning lateral acceleration decreases, but by limiting the control, a decrease in the limit turning lateral acceleration is prevented.

When the control limit region of the roll stiffness distribution control is predicted, the driving force distribution control system d performs a driving force distribution change control for canceling the deviation between the target behavior calculation value and the actual behavior detection value. As a result, in a critical turning region where yaw control cannot be performed by roll rigidity distribution control, when the deviation increases in the relationship of target behavior calculation value> actual behavior detection value, a strong understeer characteristic is exhibited, and target behavior calculation value <actual behavior detection value However, instead of the roll stiffness distribution control, the steering characteristic is neutralized by the driving force distribution changing control for canceling the deviation performed on the driving force distribution control system d side,
The controllability and stability of the vehicle behavior in the limit turning area are ensured.

[0013]

Embodiments of the present invention will be described below with reference to the drawings.

The configuration will be described.

FIG. 2 is an overall view of a system to which an integrated control device for distribution of roll rigidity and distribution of driving force according to an embodiment of the present invention is applied.

A rear wheel drive vehicle to which the embodiment apparatus is applied includes an engine 1, a transmission 2, a propeller shaft 3, a differential 4, drive shafts 5, 6,
Rear wheels 7 and 8 and front wheels 9 and 10 are provided.

The roll stiffness distribution control system includes the wheels 7,
Hydraulic actuator 17FR provided on 8, 9, 10
This is a system for variably controlling the front and rear roll rigidity distribution ratios by hydraulic control for 17FL, 17RR, and 17RL. A hydraulic control valve 1 is provided from an external hydraulic source 18 to each of the piston oil chambers of the hydraulic actuators 17FR, 17FL, 17RR, and 17RL.
Control oil passage 20F via 9FR, 19FL, 19RR, 19RL
R, 20FL, 20RR, and 20RL are connected, and the hydraulic pressure of the hydraulic pressure control valves 19FR, 19FL, 19RR, and 19RL is controlled by drive control based on a command current from the RD solenoid drive circuit 21 to determine the amount of load movement.

The left and right wheel driving force distribution control system is provided with a differential limiting system which is provided to the left and right rear wheels 7 and 8 by hydraulic control of a differential limiting clutch 11 built in a differential 4 provided between the left and right rear wheels 7 and 8. In a system for variably controlling the torque, a control oil passage 13 is connected to a piston oil chamber of the differential limiting clutch 11 from an external hydraulic source 18 via a hydraulic control valve 12, and a CSD solenoid is connected to the hydraulic control valve 12. The piston hydraulic pressure that determines the magnitude of the differential limiting torque is controlled by drive control using the command current mi from the drive circuit 16.

The CSD solenoid drive circuit 16 and R
The control command to the D solenoid drive circuit 21 is output from the RD / CSD control unit 22 which performs both the roll rigidity distribution control and the driving force distribution control.
The D / CSD control unit 22 includes a right front wheel speed VFR from a right front wheel speed sensor 23, a left front wheel speed VFL from a left front wheel speed sensor 24, a right rear wheel speed VRR from a right rear wheel speed sensor 25, A rear left wheel speed VRL from the rear left wheel speed sensor 26;
The lateral acceleration YG from the lateral acceleration sensor 27, the front wheel steering angle θ from the steering angle sensor 28, the longitudinal acceleration XG from the longitudinal acceleration sensor 29, the accelerator opening A from the accelerator opening sensor 30, and the like are used as sensor information. Is entered.

The operation will be described.

(A) Comprehensive Control Operation of Roll Stiffness Distribution and Driving Force Distribution FIG. 3 shows the flow of the comprehensive control operation of roll stiffness distribution and left and right wheel driving force distribution performed by the comprehensive control unit of the RD / CSD control unit 22. In the flowchart showing the following,
Each step will be described (corresponding to the general control means of claim 1 ).

In step 50, the slip angle deviation β _E is read from the roll rigidity distribution control unit, and the lateral acceleration sensor 2
7, the lateral acceleration YG is read.

In step 51, it is determined whether the lateral acceleration YG is equal to or greater than a lateral acceleration set value YGO (for example, 0.6 g).

In step 52, it is determined whether or not the slip angle deviation absolute value | β _E | exceeds a set value m (for example, 5 degrees).

In step 53, the differential limiting torque correction value T _S is set to T _S = 0.

In step 54, the limit prediction flag F is set to F
= 0 is set.

In step 55, the differential limiting torque correction value T _S is set by the following equation.

T _S = −K _S · β _E K _S ; constant In step 56, the limit prediction flag F is set to F = 1.

(B) Roll Stiffness Distribution Control Operation FIG. 4 is a flowchart showing the flow of the roll rigidity distribution control operation performed by the roll rigidity distribution control unit of the RD / CSD control unit 22. Each step will be described below.

In step 70, the front right wheel speed VFR, the front left wheel speed VFL, the lateral acceleration YG, the longitudinal acceleration XG, the accelerator opening A,
The front wheel steering angle θ is read from each sensor, and the limit prediction flag F is read from the general control unit.

In step 71, the vehicle speed VF is changed to the right front wheel speed V
It is calculated based on the average value of FR and the front left wheel speed VFL.

In step 72, the actual slip angle β is calculated from the lateral acceleration YG and the longitudinal acceleration XG according to the following equation (corresponding to the actual behavior detecting means in claim 1 ).

If YG ≦ A, β = 0, if YG> A, β = XG / YG or β = tan ⁻¹ (XG / YG) In step 73, the vehicle speed VF, the longitudinal acceleration XG, and the accelerator opening A The target slip angle β _S is calculated from the front wheel steering angle θ (corresponding to the target behavior calculation means in claim 1 ).

In step 74, the actual slip angle absolute value |
The slip angle deviation β _E is calculated from the difference between β | and the target slip angle β _S, and the slip angle deviation differential value β _E ′ is calculated (corresponding to the deviation calculating means of claim 1 ).

In step 75, the limit prediction flag F is set to F
It is determined whether = 0.

In step 76, the roll rigidity distribution ratio α is calculated by adding the slip angle corresponding distribution ratio (Kβ _E + Cβ _E ′) to the basic distribution ratio α _N corresponding to the neutral characteristic.
Note that K is a proportional control gain and C is a differential control gain.

In step 77, a control command for obtaining the roll rigidity distribution ratio α obtained in step 76 or step 79 is output to the RD solenoid drive circuit 21.

In step 78, it is determined whether or not the slip angle-corresponding distribution ratio absolute value | Kβ _E + Cβ _E ′ | is equal to or larger than a specified value L (for example, the specified value L is a value within 3% in the distribution before and after the roll rigidity). Is determined.

In step 79, the roll rigidity distribution ratio α is set to the basic distribution ratio α _N corresponding to the neutral characteristic by the specified value L.
Is calculated.

For details, see JP-A-2-179525.
See Gazette.

(C) Right and left wheel driving force distribution control operation FIG. 5 is a flowchart showing a flow of the left and right wheel driving force distribution control operation performed by the left and right wheel driving force distribution control unit of the RD / CSD control unit 22. The steps will be described.

In step 80, the right front wheel speed VFR, the left front wheel speed VFL, the right rear wheel speed VRR, the left rear wheel speed VRL, the lateral acceleration YG, and the accelerator opening A are read from each sensor, and the differential signal is read from the integrated control unit. The limit torque correction value T _S is read.

In step 81, the front wheel speed VF is calculated from the average value of the right front wheel speed VFR and the left front wheel speed VFL.

In step 82, the left and right rear wheel speed difference Δn is calculated from the absolute value of the difference between the right rear wheel speed VRR and the left rear wheel speed VRL.

In step 83, the initial torque TI
Is calculated by a function of the lateral acceleration YG and the accelerator opening A. For example, the initial torque TI is calculated so as to increase as the lateral acceleration YG increases and as the accelerator opening A increases.

In step 84, the vehicle speed sensitive torque TV is calculated according to the front wheel speed VF. For example, the vehicle speed sensitive torque TV is calculated so as to become larger as the front wheel speed VF increases in a high speed range.

In step 85, the right and left rear wheel speed difference sensitive torque TΔn is calculated according to the left and right rear wheel speed difference Δn. For example, the right and left rear wheel speed difference sensitive torque TΔn is the right and left rear wheel speed difference Δn
Is calculated such that the larger the value is, the larger the value becomes.

In step 86, the differential limiting torque basic value Tα is set by the select high of the initial torque TI, the vehicle speed sensitive torque TV, and the right and left rear wheel speed difference sensitive torque TΔn.

In step 87, the differential limiting torque T _CSD
Are the differential limiting torque basic value Tα and the differential limiting torque correction value T
It is calculated by the difference from _S.

In step 88, the differential limiting torque T _CSD
Is output to the CSD solenoid drive circuit 16.

(D) When the vehicle does not reach the roll stiffness distribution control limit range When the vehicle does not reach the roll stiffness distribution control limit due to, for example, steady turning with a small lateral acceleration, the roll stiffness distribution control system performs slip angle feedback control. The control is performed so that the actual slip angle β converges to the target slip angle β _S , so that in the flowchart of FIG. 3, the condition of step 51 which is the lateral acceleration determination step or step 52 which is the limit prediction determination step is determined. Step 50 → Step 51 (→ Step 5)
2) → Step 53 → Step 54. In Step 53, the differential limiting torque correction value T _S is set to T
_S = 0 is set, and in step 54, the limit prediction flag F is set to F = 0.

Therefore, in the flowchart of the roll stiffness distribution control of FIG.
0 → Step 71 → Step 72 → Step 73 → Step 74 → Step 75 → Step 76 → Step 77
Then, normal roll stiffness distribution control is performed.

In the flowchart of the right and left wheel driving force distribution control of FIG. 5, the differential limiting torque T _CSD calculated in step 87 is set to the differential limiting torque basic value Tα by setting T _S = 0, Normal left and right wheel driving force distribution control is performed. When, for example, the initial torque TI is given by the normal left and right wheel driving force distribution control, the oversteer response at the initial stage of acceleration, the turning acceleration, and the accelerator controllability are improved, for example, the vehicle speed response torque TV Is given, the straight running performance against disturbance such as a cross wind is improved. For example, when the right and left rear wheel speed difference sensitive torque TΔn is given, a low μ road or a split μ is used.
The startability, acceleration, and stability of the road are improved.

(E) When turning in the roll rigidity distribution control limit area When the roll rigidity distribution control is in the limit area such as when turning at a high lateral acceleration, the slip angle control by the slip angle feedback control on the roll rigidity distribution control system side is performed. The actual slip angle β departs from the target slip angle β _S and the slip angle deviation β _E expands. In the flowchart of FIG.
1 and the condition of step 52 which is a judgment step of the margin prediction is satisfied, and step 50 → step 51
The flow proceeds from step 52 to step 55 to step 56. In step 55, the differential limiting torque correction value T _S is set by T _S = −K _S · β _E , and
At 6, the limit prediction flag F is set to F = 1.

Therefore, in the flowchart of the roll stiffness distribution control of FIG.
5 to step 78, and if | Kβ _E + Cβ _E ′ | <L, the process proceeds from step 78 to step 76 → step 77, where normal control is performed, and | Kβ _E + Cβ _E ′ ≧≧ L
If this is the case, the flow proceeds from step 78 to step 79 → step 77, and the absolute value | Kβ _E + Cβ _E '| of the slip angle corresponding distribution rate is limited.

Further, in the flowchart of the right and left wheel driving force distribution control in FIG. 5, the differential limiting torque T _CSD calculated in step 87 is increased or decreased by the differential limiting torque correction value T _{S, and the} differential limiting torque T _CSD is calculated. The yaw control of the vehicle is performed by the right and left wheel driving force distribution control by the correction.

In other words, when the slip angle deviation β _E is positive, the actual slip angle absolute value | β | is in an oversteer state larger than the target slip angle β _S , and at this time, the difference is determined by the negative differential limiting torque correction value T _S. The oversteer characteristic of the vehicle is corrected by the generation of the understeer moment due to the reduction of the dynamic limiting torque T _{CSD and the} reduction of the driving force to the turning outer wheel side. When the slip angle deviation β _E is negative, the actual slip angle absolute value | β | is in an understeer state smaller than the target slip angle β _S , and at this time, the differential limiting torque is corrected by the positive differential limiting torque correction value T _S. The T _CSD is increased, and the understeer characteristic of the vehicle is corrected by the occurrence of the oversteer moment due to the increase in the driving force to the turning outer wheel.

As described above, the absolute value of the slip angle deviation | β _E |
Is greater than the set value m and the control limit of the roll stiffness distribution control is predicted by judging that the slip angle does not converge, the slip angle corresponding distribution ratio absolute value on the roll stiffness distribution control system side | Kβ _E + Cβ _E '| is the specified value L
Thus, a limiter is applied, and a decrease in the limit turning lateral acceleration is prevented.

That is, when the roll stiffness distribution control is to be continued as it is in the turning limit range, the roll stiffness distribution ratio is greatly changed according to the deviation β _E between the target slip angle β _S and the actual slip angle β. Since a large amount of wheel load is applied to the turning outer wheel of the rear wheel by the load transfer by the roll, the side force of the turning outer wheel of the rear wheel is reduced as shown in FIG. As a result, the limit turning lateral acceleration decreases with this, but by applying a limiter to the roll rigidity distribution control, an increase in the wheel load applied to the rear turning outer wheel can be avoided, and the side force of the rear turning outer wheel decreases. Is suppressed, and as a result, a decrease in the critical turning lateral acceleration is prevented.

When the control limit region of the roll stiffness distribution control is predicted, the left and right wheel driving force distribution for canceling the deviation β _E between the target slip angle β _S and the actual slip angle β in the left and right wheel driving force distribution control system. Change control is performed to ensure controllability and stability of vehicle behavior in the limit turning area.

That is, in the limit turning region where yaw control cannot be performed by roll rigidity distribution control, the target slip angle>
When the deviation becomes large in relation to the actual slip angle, a strong understeer characteristic is exhibited, and when the target slip angle is smaller than the actual slip angle, a strong oversteer characteristic is exhibited. The steering control is neutralized by the change control of the left and right wheel driving force distribution for canceling the deviation performed on the side.

The effect will be described.

(1) Roll rigidity distribution and driving force distribution applied to a vehicle equipped with both a roll rigidity distribution control system based on slip angle feedback control and a left and right wheel driving force distribution control system based on differential limiting torque control. The control device predicts the roll stiffness distribution control limit region when the slip angle deviation absolute value | β _E | between the actual slip angle absolute value | β | and the target slip angle β _S exceeds the set value m,
When the control limit range is predicted, the roll stiffness distribution control system side determines the slip angle corresponding distribution ratio absolute value | Kβ _E + Cβ _E '|
With the limiter is applied to below the specified value L, since the left and right wheel driving force distribution control system side and an apparatus for performing overall control of the change control of the left and right wheel driving force distribution so as to cancel the slip angle deviation beta _E, limit The controllability and stability of the vehicle behavior can be ensured while preventing the lowering of the critical turning lateral acceleration in the turning area.

(2) After satisfying the condition that the lateral acceleration is high, the limit prediction of the roll rigidity distribution control is performed by determining whether the slip angle deviation absolute value | β _E | exceeds the set value m. If the slip angle deviation absolute value | β _E | exceeds the set value m for any reason other than during high lateral acceleration turning, the limit prediction of the roll stiffness distribution control is not performed, and the limit is set. A misjudgment of prediction can be prevented.

(3) When the limit of the roll stiffness distribution control is predicted, the differential limiting torque correction value T _S for determining the magnitude of the moment for canceling the deviation is given by T _S = −K _S · β _E. Therefore, the larger the slip angle deviation β _E is, the larger the moment to cancel the deviation is given,
High yaw controllability and stability can be ensured in any situation where the limit of roll rigidity distribution control is predicted.

Although the embodiment has been described with reference to the drawings, the specific configuration is not limited to this embodiment.

For example, in the embodiment, an example in which the roll stiffness distribution control system is based on the slip angle feedback control has been described. However, a system based on the lateral acceleration feedback control, the yaw rate feedback control, or the like is also included.

In the embodiment, the example of the left and right wheel driving force distribution control system based on the differential limiting torque control is shown as the driving force distribution control system. However, the left and right wheel driving force distribution control system based on the brake control may be used. Alternatively, a front and rear wheel driving force distribution control system may be used. In the case of the front and rear wheel drive force distribution control system, when the vehicle is in an oversteer state at the time of the roll rigidity distribution control limit, an understeer moment is obtained by controlling in the front and rear wheel distribution direction, and when the vehicle is in the understeer state, the rear wheel is controlled. An oversteer moment is obtained by controlling in the drive distribution direction.

In the embodiment, the example in which the roll acceleration distribution control limit prediction is performed based on the deviation after judging the lateral acceleration is equal to or more than the predetermined value has been described. Is also good.

In the embodiment, an example has been shown in which the magnitude of the moment given by the left and right wheel driving force distribution control is made variable in accordance with the magnitude of the deviation. However, the magnitude is given by the driving force distribution control in accordance with the deviation and the deviation differential value. The magnitude of the moment may be variable, or a moment for canceling the deviation may be given by a fixed value when the roll rigidity distribution control limit is predicted regardless of the deviation or the differential value of the deviation.

[0071]

As described above, according to the present invention, a vehicle equipped with both a roll rigidity distribution control system based on slip angle feedback control and a driving force distribution control system based on differential limiting torque control and the like is mounted. In the integrated control device of the applied roll stiffness distribution and the driving force distribution, the roll stiffness distribution control limit area is predicted when the deviation between the target behavior calculation value and the actual behavior detection value is equal to or greater than a predetermined value, and the control limit area is determined. Is predicted, the roll rigidity distribution control system sets the front and rear roll rigidity distribution ratio to neutral characteristics.
The driving force distribution control system is provided with comprehensive control means for changing the driving force distribution so as to cancel the deviation, while defining the value to be equal to or less than the value obtained by adding the specified value to the corresponding basic distribution ratio . The effect is obtained that the controllability and stability of the vehicle behavior can be ensured while preventing the lowering of the limit turning lateral acceleration.

[Brief description of the drawings]

FIG. 1 is a claim correspondence diagram showing a general control device of roll rigidity distribution and driving force distribution of the present invention.

FIG. 2 is an overall system diagram of a rear-wheel drive vehicle to which the integrated control device for distribution of roll rigidity and distribution of driving force according to the embodiment is applied.

FIG. 3 is a flowchart showing a flow of a comprehensive control operation of a roll rigidity distribution and a driving force distribution performed by a general control unit of an RD / CSD control unit of the embodiment device.

FIG. 4 is a flowchart showing a flow of a roll stiffness distribution control operation performed by a roll stiffness distribution control unit of an RD / CSD control unit of the embodiment device.

FIG. 5 is a flowchart illustrating a flow of a left and right wheel driving force distribution control operation performed by a left and right wheel driving force distribution control unit of the RD / CSD control unit of the embodiment device.

FIG. 6 is a side force characteristic diagram with respect to a slip angle at the time of turning when a wheel load is used as a parameter.

[Explanation of symbols]

 a Actual behavior detection means b Target behavior calculation means c Roll rigidity distribution control system d Driving force distribution control system e Deviation computation means f Total control means

Continuation of the front page (56) References JP-A-4-2518 (JP, A) JP-A-3-164318 (JP, A) JP-A-64-90812 (JP, A) JP-A-4-15114 (JP) JP-A-3-121936 (JP, A) JP-A-2-179525 (JP, A) JP-A-2-109711 (JP, A) JP-A-3-169735 (JP, A) 3-243426 (JP, A) JP-A-3-164314 (JP, A) JP-A-4-135910 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60G 17/015 B60K 17/348 B60K 23/04 B60K 41/00 B60T 8/24

Claims (1)

(57) [Claims] 1. An actual vehicle attitude and an actual vehicle movement represented by a yaw rate, a lateral acceleration and a slip angle applied to a vehicle.
Actual behavior detection means for detecting an actual behavior of the vehicle is the change in (scan
(Step 72) and the target vehicle attitude and vehicle that should be generated by steering.
A target behavior calculating means ( step # 73) for calculating a target behavior of the vehicle, which is a change in operation, and a roll stiffness distribution control system (17) for performing feedback control of front and rear roll stiffness distribution based on a deviation between the actual behavior detection value and the target behavior calculation value. , 18,19,20,21) and a driving force distribution control system (11,12,13,16,18) that controls the driving force distribution of the left and right wheels or front and rear wheels by an external command
Deviation calculation means ( step # 74) for calculating a deviation between the target behavior calculation value and the actual behavior detection value; and the deviation is equal to or greater than a predetermined value which is a predicted limit value of roll rigidity distribution control. At the time, the roll rigidity distribution ratio in the roll rigidity distribution control system corresponds to the neutral characteristic.
A general control means ( step) which outputs a command that specifies a value equal to or less than a value obtained by adding a specified value to the basic distribution ratio, and outputs a command to the driving force distribution control system to perform a change control of the driving force distribution so as to cancel the deviation. 50 to step # 56) , a total control device for distribution of roll rigidity and distribution of driving force, characterized by comprising: