JP3214826B2 - Vehicle motion control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the reliability, and to reduce the cost of an arithmetic unit, by preventing the complication of a control logic ton controlling the movement of a vehicle depending on a steering angle, a yaw rate, a lateral acceleration and a car speed. SOLUTION: In this movement control device of vehicle, a first target value is operated by a first target value operation means 12 depending on the car speed inferred by a car speed inferring means 11 and the lateral acceleration detected by a lateral acceleration sensor 9, while the second target value is operated by a second target value operation means 13 depending on the steering angle detected by a steering angle sensor 7 and the car speed, and the operation control amount of a vehicle movement regulating means is operated by a control amount operation means 15 depending on the difference between the smaller one of the first target value and the second target value, and the yaw rate detected by a yaw rate sensor 8.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle motion control device, and more particularly to a vehicle motion adjusting means capable of changing the motion of a vehicle, a wheel speed sensor for detecting the wheel speed of each wheel, and a steering wheel. A steering angle sensor for detecting a steering angle, a yaw rate sensor for detecting a yaw rate of the vehicle, a lateral acceleration sensor for detecting a lateral acceleration of the vehicle, and controlling operation of a vehicle motion adjusting means based on a detection value of each of the sensors. The present invention relates to a vehicle motion control device including a control unit.

[0002]

2. Description of the Related Art For controlling the motion of a vehicle based on a steering angle, a yaw rate, a lateral acceleration, and a vehicle speed, for example, the one disclosed in Japanese Patent Application Laid-Open No. H8-40232 is disclosed in
When the steering angle is δ, the yaw rate is γ, the lateral acceleration is α, and the vehicle speed is V, two parameters (α−γ · V) and (γ−δV) are used, and these parameters are weighted conditionally. I do it.

[0003]

However, since the above two parameters are independent of each other, the control directions may conflict with each other, or the target value of the control amount may be extremely biased. In some cases, the control logic becomes complicated, resulting in a decrease in reliability and an increase in the cost of the arithmetic unit.

The present invention has been made in view of the above circumstances, and has been made in order to prevent the control logic from becoming complicated in controlling the motion of a vehicle based on a steering angle, a yaw rate, a lateral acceleration, and a vehicle speed. It is another object of the present invention to provide a vehicle motion control device capable of improving reliability and reducing the cost of an arithmetic device.

[0005]

In order to achieve the above object, the invention according to claim 1 comprises a vehicle movement adjusting means capable of changing the movement of a vehicle, and a wheel speed sensor for detecting a wheel speed of each wheel. A steering angle sensor for detecting a steering angle of a steering wheel, a yaw rate sensor for detecting a yaw rate of the vehicle, a lateral acceleration sensor for detecting a lateral acceleration of the vehicle, and a vehicle motion adjusting means based on a detection value of each of the sensors. And a control unit that controls the operation of the vehicle. The control unit estimates the vehicle speed based on a detection value of at least a wheel speed sensor that detects a wheel speed of a driven wheel among the wheel speed sensors. And a first target value calculated by dividing the lateral acceleration detected by the lateral acceleration sensor by the vehicle speed obtained by the vehicle speed estimating unit. First target value calculating means, a second target value calculating means for multiplying a steering angle detected by the steering angle sensor by a vehicle speed and a constant obtained by the vehicle speed estimating means to obtain a second target value, (1) a row selecting means for selecting a smaller one of the first target value obtained by the target value calculating means and the second target value obtained by the second target value calculating means; and a target value selected by the low selecting means. And a control amount calculating means for calculating an operation control amount of the vehicle motion adjusting means based on a difference between the yaw rates detected by the yaw rate sensor.

In such a configuration, the first target value calculating means obtains the first target value (α / V) based on the lateral acceleration α and the vehicle speed V, and the second target value calculating means obtains the steering angle δ,
Based on the vehicle speed V and the constant k, the second target value (δ · V ·
k) is obtained. Thus, when the sideslip angle and the sideslip angular velocity of the vehicle are small, the angular velocity at which the position of the center of gravity of the vehicle rotates on the stationary coordinate system is (α / V), and the yaw rate γ converges to (α / V). By performing the control, the side slip angular velocity of the vehicle is brought close to “0”, and oversteer and understeer are suppressed, and the directional stability of the vehicle is improved. On the other hand, when the vehicle is turning at a constant speed, the yaw rate γ is a constant value, but when the vehicle speed is gradually increased, if the vehicle traces on the same turning circle without side skidding. Yaw rate γ is vehicle speed V
If the state in which the steering angle δ is kept constant in this state is referred to as neutral steer, the yaw rate γ must be changed to (δ · V Control may be performed to converge to k).

Incidentally, since (α / V) is an index of the kinematics of the vehicle, it is uniquely determined regardless of the driving operation of the driver. However, at low vehicle speeds, (α / V) is targeted. Control of the yaw rate γ cannot be executed. That is, the first target value (α / V) is the angular velocity at which the position of the center of gravity of the vehicle rotates on the stationary coordinate system.
(Α / V) = (V / 2πR), and R =
(V ² / 2πα), but the turning radius of the vehicle is limited to a certain value (minimum turning radius) from a geometrical dimension such as a wheel base. Therefore, when performing the yaw rate control with (α / V) as the target value, the vehicle speed V needs to satisfy V ≧ (2παR ₀ ) ^1/2 when the minimum turning radius is R ₀ .

On the other hand, since the control for converging the yaw rate γ to the second target value (δ · V · k) is based on the steering angle δ by the driver's operation, the control from the driver is independent of the kinematics. May change due to the operation of the steering wheel, and when a large steering angle δ is input at a high vehicle speed (δ ·
V · k) may exceed the physical limit, and (δ ·
In order to converge the yaw rate γ to V · k), it is necessary to reduce the vehicle speed V, and the vehicle may behave unfavorably in feeling. Therefore, the yaw rate using (δ · V · k) as a target value The control requires that the vehicle speed V be relatively low.

Further, as shown in FIG. 4, in a steady state, (α / V) decreases as the vehicle speed V increases, whereas (δ · V · k) increases as the vehicle speed V increases. And the yaw rate control with the target value (α / V) limited to the high vehicle speed side and the yaw rate control limited to the low vehicle speed side (δ ·
V · k) is a yaw rate control with a target value of (α /
V) and (δ · V · k) may be switched at the vehicle speed V ₀ where they intersect.

Therefore, according to the first aspect of the present invention, the first acceleration is obtained by dividing the lateral acceleration by the vehicle speed.
If the smaller of the first target value obtained by the target value calculating means and the second target value obtained by the second target value calculating means by multiplying the steering angle by the vehicle speed and the constant is selected by the low select means, the control is performed. It is possible to switch the target value while avoiding conflicting directions and extreme deviation of the control amount target value. Costs can be reduced.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the control unit sets the phase of the second target value obtained by the second target value calculating means to the second target value. (1) a phase adjusting means for adjusting the phase of the first target value obtained by the first target value calculating means; and a magnitude of the first target value by removing a phase component of the first target value obtained by the first target value calculating means. And a second phase component removing unit for removing only the phase component of the output of the phase matching unit and obtaining only the magnitude of the second target value after the phase matching. The output of the component removing means is input to the low selecting means. According to such a configuration, the first target value including the components of the lateral acceleration and the vehicle speed and the second target value including the components of the steering angle and the vehicle speed are provided. Due to the difference in phase with the value, It is prevented from making a selection that Tsu.

According to a third aspect of the present invention, in addition to the configuration of the second aspect, the control unit compares the output of the first target value calculating means and the output of the first phase removing means. Phase extracting means for extracting a phase component of the first target value obtained by the first target value calculating means on the basis of the first target value calculating means, and a phase of the target value output from the low selecting means to the phase extracted by the phase extracting means. And a target value setting means for obtaining a final target value in combination, so that the phase of the second target value is based on the steering angle input by the driver independently of the kinematic motion of the vehicle. Accordingly, when the phase of the final target value is adjusted to the second target value, the phase of the detected yaw rate and the phase of the target value may be shifted in a transient state, for example, during slalom running, whereas the vehicle The combined phases of the final target value to the first target value of the phase is kinematic indicators, it is possible to perform high precision motion control.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The embodiments of the present invention will be described below based on one embodiment of the present invention shown in the accompanying drawings.

FIGS. 1 to 4 show an embodiment of the present invention. FIG. 1 shows a drive system and a brake system of a vehicle, and FIG. 2 shows a control unit for executing directional stability control. FIG. 3 is a block diagram showing a configuration of a target value selection unit, and FIG. 4 is a diagram showing a change in first and second target values with respect to a change in vehicle speed.

First, in FIG. 1, this vehicle is a front engine / front drive vehicle. A power unit P including an engine E and a transmission T is provided at a front portion of a vehicle body 1 with a left front wheel W _{FL as} a drive wheel and a right wheel W _FL. Installed to drive front wheels W _FR . Left and right front wheel brakes B _FL and B _FR are attached to the left and right front wheels W _FL and W _FR, and left and right rear wheel brakes B are applied to driven left and right rear wheels W _RL and W _{RR. RL} and B _RR are mounted, and each wheel brake B _FL , B _FR and B
_RL and B _RR are, for example, disc brakes.

The first and second output ports 2A and 2B of the tandem type master cylinder M output brake fluid pressure in accordance with the depression operation of the brake pedal 3, and both output ports 2A and 2B is connected to the brake fluid pressure control device 4 as a vehicle motor control means, the brake fluid pressure to the wheel brakes B _FL from the brake fluid pressure control device 4, B _FR, B _RL, is caused to act on the B _RR. In the brake fluid pressure control device 4, the brake fluid pressure acting on each of the wheel brakes B _FL , B _FR , B _RL , and B _RR is controlled by the control unit 5, and the control unit 5 controls the brake fluid pressure. _Includes wheel speed detection sensors 6 _FL and 6 _{FL for} detecting wheel speeds of the respective wheels W _FL , W _FR , W _RL and W _RR.
FR , 6 _RL , 6 _RR , a steering angle sensor 7 for detecting the steering angle δ operated by the steering wheel H, a yaw rate sensor 8 for detecting the yaw rate γ of the vehicle, and a lateral acceleration for detecting the lateral acceleration α of the vehicle The detection value of the sensor 9 is input.

The control unit 5 controls each wheel brake B _FL ,
Anti-lock brake control to release the wheel lock during brake operation by controlling the brake fluid pressure of B _FR , B _RL , B _RR and the left mounted on the left and right front wheels W _FL , W _FR which are the driving wheels Traction control for eliminating the occurrence of excessive slip on the left and right front wheels W _FL and W _FR during non-braking operation by controlling the brake fluid pressure of the right front wheel brakes B _FL and B _FR , and at the time of braking operation and non-braking operation Regardless, the directional stability control by the yaw motion of the vehicle can be executed by controlling the brake fluid pressures of the left and right front wheel brakes B _FL and B _FR .

FIG. 2 shows a configuration for executing the directional stability control of the vehicle in the control unit 5.
To perform the directional stability control, the control unit 5
The vehicle includes a vehicle speed estimating unit 11 for estimating the vehicle speed V, a first target value calculating unit 12, a second target value calculating unit 13, a target value selecting unit 14, and a control amount calculating unit 15.

The vehicle speed estimating means 11 is provided for each wheel speed sensor 6
_FL, 6_FR, 6_RL, 6_RRIs at least the driven wheel
Left and right rear wheels W_RL, W_RRWheel speed detection
Sensor 6 _RL, 6_RRThe vehicle speed V is estimated based on the detection value of
In this embodiment, all the wheel speed sensors
6_FL, 6_FR, 6_RL, 6_RRVehicle speed V based on the detected value of
The speed is calculated by the speed estimating means 11.

The first target value calculating means 12 calculates a first target value γG based on the lateral acceleration α detected by the lateral acceleration sensor 9 and the vehicle speed V obtained by the vehicle speed estimating means 11. , The first target value γG is calculated by the first target value calculation means 12 as γG = α / V. This first
The target value γG indicates an angular velocity at which the position of the center of gravity of the vehicle rotates on the stationary coordinate system when the sideslip angle and the sideslip angular velocity of the vehicle are small.

The second target value calculating means 13 calculates a second target value γS based on the steering angle δ detected by the steering angle sensor 7 and the vehicle speed V obtained by the vehicle speed estimating means 11. , The second target value γS is calculated by the second target value calculation means 13 as γS = δ · V · k. Here, k is a constant.

The target value selector 14 selects one of the first target value γG obtained by the first target value calculator 12 and the second target value γS obtained by the second target value calculator 13. The final target value γT selected by the target value selection unit 14 is input to the control amount calculating unit 15. The yaw rate γ detected by the yaw rate sensor 8 is also input to the control amount calculating means 15.
Then, the control amount is calculated so that the yaw rate γ converges to the target value γT, and the brake fluid pressure control device 4 is controlled based on the calculated control amount.

The configuration of the target value selector 14 will be described with reference to FIG. 3. Since the first target value γG and the second target value γS have phases, the configuration of the target value selector 14 is In the description, the first target value γG and the second target value γS will be described as complex numbers expressing phases and magnitudes.

The target value selector 14 adjusts the phase of the second target value γS obtained by the second target value calculator 13 to the phase of the first target value γG obtained by the first target value calculator 12. A first absolute value as a first phase component removing means for removing only a phase component of the first target value γG obtained by the matching means 16 and the first target value calculating means 12 to obtain only the magnitude of the first target value A second absolute value converting unit 18 as a second phase component removing unit that removes the phase component of the output of the phase matching unit 16 and obtains only the magnitude of the second target value γS ′ after the phase matching. , The output of the first target value calculation means 12 and the first
Phase extracting means 19 for extracting the phase component of the first target value γG obtained by the first target value calculating means 12 based on the comparison of the outputs of the absolute value converting means 17; , 18 and the phase of the target value | γT | output from the row selection means 20 is adjusted to the phase extracted by the phase extraction means 19 to obtain the final target. Target value setting means 21 for obtaining the value γT.

The phase matching means 16 includes the first phase detector 2
2 and the first target value γ obtained by the first target value calculating means 12
, A second phase detector 24, and a plurality of differentiators 25, 25 for sequentially differentiating the second target value γS obtained by the second target value calculating means 13. …
An addition point 26 for obtaining the output difference between the two phase detectors 22 and 24; a phase adjuster 27 for determining a time constant for phase adjustment based on the output of the addition point 26; Second target value calculating means 13 based on the time constant
And a time-constant variable low-pass filter 28 that determines an upper-limit frequency range for passing the second target value γS obtained in step (1).

The first phase detector 22 receives the output of the first target value calculating means 12 and the outputs of the differentiators 23 which sequentially differentiate the output of the first target value calculating means 12. , The first target value γG obtained by the first target value calculating means 12
Is detected by the first phase detector 22. The second phase detector 24 has an output of the second target value calculating means 13 and
The outputs of the differentiators 25, 25... That sequentially differentiate the output of the second target value calculating means 13 are input, and the phase of the second target value γS obtained by the second target value calculating means 13 is changed to the second phase. Detected by detector 24. At the addition point 26, the phase obtained by the second phase detector 24 is subtracted from the phase obtained by the first phase detector 22, and the deviation of the phase of the second target value γS from the phase of the first target value γG Is calculated at the addition point 26. Time constant variable low-pass filter 28
Then, when the time constant is TS, the output γ with respect to the input from the second target value calculation means 13, that is, the second target value γS
S ′ is calculated according to the following equation: γS ′ = {1 / (TS + 1)} · γS, and the time constant TS is adjusted based on the phase shift calculated at the addition point 26. It is determined by the container 27.

According to such a phase matching means 16,
The phase of the second target value γS obtained by the second target value calculating means 13 is the first target value γG obtained by the first target value calculating means 12.
Will be adjusted to the phase.

The first absolute value converting means 17 obtains the absolute value | γG | of the first target value γG in order to remove the phase component of the first target value γG obtained by the first target value calculating means 12. And the second absolute value conversion means 18
The absolute value | γS ′ | of the second target value γS ′ after the phase adjustment is obtained in order to remove the phase component of the second target value γS ′ whose phase has been adjusted by the phase adjustment.
The outputs | γG | and | γS ′ | of the signals 7 and 18 are input to the row selection means 20.

The row selecting means 20 performs a process of selecting the lower one of the inputs | γG | and | γS '| from the absolute value converting means 17 and 18.
The target value | γT | selected at 0 is input to the target value setting means 21.

The phase extracting means 19 calculates the first target value γG obtained by the first target value calculating means 12 and the absolute value | γG | of the first target value γG obtained by the first absolute value converting means 17. , The phase component of the first target value γG (γG / | γG |)
Is extracted, and the phase component ((γG / | γG |)) is input to the target value setting means 21.

The target value setting means 21 outputs the target value | γT | ｛= min (| γ
G |, | γS ′ |)} and the phase component (γG / | γG |) extracted by the phase extracting means 19, the phase of the target value | γT | The process of matching the phase of the target value γG is executed according to the following arithmetic expression.

ΓT = (γG / | γG |) · | γT | = (γG / | γG |) · ｛= min (| γG |, | γS '|)} That is, the output is made from the target yaw rate setting means 21. The final target value γT is determined to have the following relationship between the first target value γG and the second target value γS.

| ΓT | = min (| γG |, | γS |) arg (γT) = arg (γG) The final target value γT set by the target yaw rate setting means 21 is input to the control amount calculating means 15. Then, the control amount calculation means 15 calculates the control amount of the brake fluid pressure control device 4 so that the yaw rate γ detected by the yaw rate sensor 8 converges to the target value γT.

Next, the operation of this embodiment will be described. The first target value γG and the second target value γ
S changes as shown in FIG. 4 according to the change in the vehicle speed V. The first target value γG decreases as the vehicle speed V increases, whereas the second target value γS changes as the vehicle speed V changes. It increases with the increase of. Thus, the yaw rate control based on the first target value γG requires that the vehicle speed V be V ≧ (2παR ₀ ) ^1/2 when the minimum turning radius of the vehicle is R _0. Assuming a simple passenger car, R
_{When 0} = 5 m and α = 4.9 m / s ² (0.5 G), V ≧ 45 km / h, and control based on the first target value γG is executed only in a region where the vehicle speed V is relatively high. Can not. On the other hand, in the yaw rate control using the second target value γS, the second target value
May be changed by a driver's operation regardless of the kinematics. When a large steering angle δ is input at a high vehicle speed, the second target value γS sets the physical limit of the vehicle motion. The vehicle speed V needs to be reduced because the vehicle speed may exceed the vehicle speed, and the vehicle speed V
Need to be relatively slow.

Based on such a restriction of the first target value γG and the second target value γS, yaw rate control using the first target value γG as a target and yaw rate control using the second target value γS as a target value are performed. The switching may be performed according to the vehicle speed V.
, The first target value γG and the second target value γS
Crosses at a point where the vehicle speed V becomes V _0, and V ₀
On the higher speed side, the first target value γG is higher than the second target value γS.
Is smaller and the first target value γ is lower than V _0.
The second target value γS is smaller than G.

Therefore, in the low select means 20, the magnitude | γG | of the first target value γG is selected on the high vehicle speed side, and the magnitude | γS ′ | of the second target value γS on the low vehicle speed side.
By selecting, it is possible to switch the target value while avoiding the control direction being inconsistent and the control value target value being extremely biased. That is, by performing the yaw rate control based on the first target value γG on the high vehicle speed side, oversteer and understeer can be suppressed to improve the directional stability of the vehicle, and on the low vehicle speed side, the second target value γS , The directional stability of the vehicle can be improved by maintaining neutral steering.

Further, the phase component of the second target value γS is removed by being adjusted by the phase matching means 16 to the phase of the first target value γG and then converted into the absolute value by the second absolute value conversion means 18 to remove the second target value γS. The phase component of one target value γG has been removed by being converted into an absolute value by the first absolute value conversion means 17, and only the magnitudes of the first and second target values γG and γS are compared by the row selection means 20. Therefore, the low select means 20 is set because the phase of the first target value γG including the components of the lateral acceleration α and the vehicle speed V is different from the phase of the second target value γS including the components of the steering angle δ and the vehicle speed V. This prevents erroneous selection.

Further, the target value | γT | of only the size component selected by the row selection means 20 is set to the target value setting means 2
1, the final target value | γT | output from the target value setting means 21 in accordance with the phase of the first target value γG
However, since the phase matches the phase of the first target value γG, highly accurate control can be performed. That is, since the phase of the second target value γS is based on the steering angle δ input by the driver independently of the kinematic motion of the vehicle, the phase of the final target value is changed to the second target value γS. When they are adjusted, the phase of the detected yaw rate γ and the phase of the target value may be shifted in a transient state, for example, during slalom running, whereas the phase of the first target value γG, which is a kinematic index of the vehicle, may be shifted. By adjusting the phase of the final target value γT to the phase, high-precision control can be performed while avoiding a phase shift even in the transient state.

Although the embodiments of the present invention have been described in detail, the present invention is not limited to the above embodiments, and various design changes can be made without departing from the present invention described in the appended claims. It is possible to do.

For example, in the above-described embodiment, the brake control is performed when performing the motion control of the vehicle. However, the engine output control may be performed instead of the brake control, and the brake control and the engine output control are used together. You may make it.

[0041]

As described above, according to the first aspect of the present invention, when controlling the movement of the vehicle based on the steering angle, the yaw rate, the lateral acceleration and the vehicle speed, the lateral acceleration is obtained by dividing the lateral acceleration by the vehicle speed. By a simple control logic in which only the smaller of the first target value and the second target value obtained by multiplying the steering angle by the vehicle speed and the constant is selected by the low selection means, the control direction may be contradictory or the control direction may be reversed. By switching the target value while avoiding extreme deviation of the target value of the quantity, it is possible to improve the reliability and reduce the cost of the arithmetic unit.

According to the second aspect of the present invention, since the phases of the two target values coincide with each other in the selection by the low selection means, the first value including the components of the lateral acceleration and the vehicle speed is obtained.
Incorrect selection by the low selection means due to the difference in phase between the target value and the second target value including the steering angle and the vehicle speed components is prevented.

According to the third aspect of the present invention, high-precision motion control is performed by adjusting the phase of the final target value to the phase of the first target value, which is a kinematic index of the vehicle. be able to.

[Brief description of the drawings]

FIG. 1 is a diagram showing a drive system and a brake system of a vehicle.

FIG. 2 is a block diagram showing a configuration of a control unit for executing directional stability control.

FIG. 3 is a block diagram illustrating a configuration of a target value selection unit.

FIG. 4 is a diagram showing a change in first and second target values with respect to a change in vehicle speed.

[Explanation of symbols]

4 ... Brake fluid pressure control device as vehicle motion adjusting means 5 ... Control unit _6FL , _6FR , _6RL , _6RR ... Wheel speed sensor 7 ... Steering angle sensor 8 ... Yaw rate Sensor 9: lateral acceleration sensor 11: vehicle speed estimating means 12: first target value calculating means 13: second target value calculating means 15: control amount calculating means 16: phase matching Means 17 ... First absolute value means as first phase component removing means 18 ... Second absolute value means as second phase component removing means 19 ... Phase extracting means 20 ... Low select Means 21: Target value setting means H: Steering handle _WFL , _WFR , _WRL , _WRR: Wheels

Continuation of the front page (58) Field surveyed (Int.Cl. ⁷ , DB name) B60T 8/58 B62D 6/00 B60K 23/00 B60K 17/28-17/36 F16H 48/20-48/30

Claims (3)

(57) [Claims] 1. A vehicle motion control that can change the motion of a vehicle.
Means (4) and each wheel (W_FL, W_FR, W_RL, W_RR) Car
Wheel speed sensors (6_FL,
6_FR, 6_RL, 6_RR) And the steering wheel (H)
A steering angle sensor (7) for detecting a steering angle;
A yaw rate sensor (8) for detecting the
A lateral acceleration sensor (9) for detecting a speed;
(6_FL, 6 _FR, 6_RL, 6_RR, 7, 8, 9)
Control unit for controlling the operation of the vehicle movement adjusting means (4).
A motion control device for a vehicle comprising a knit (5);
The control unit (5) is configured to control each of the wheel speed sensors (6
_FL, 6_FR, 6_RL, 6_RR) At least the driven wheel
(W_RL, W_RR) Wheel speed sensor that detects wheel speed
(6_RL, 6_RR) Estimated vehicle speed based on the detected value
Estimation means (11) and detected by the lateral acceleration sensor (9)
The obtained lateral acceleration is obtained by the vehicle speed estimating means (11).
A first target value calculator that calculates a first target value by dividing by a vehicle speed
Step (12) and the steering angle detected by the steering angle sensor (7).
The vehicle speed obtained by the vehicle speed estimating means (11) is added to the steering angle.
Second target value calculating means for multiplying a constant to obtain a second target value
(13) and the second target value obtained by the first target value calculating means (12).
The first and second target value calculating means (13)
Low select hand to select the smaller of the second target values
Selected by the stage (20) and the row selecting means (20)
The target value and the yaw rate sensor (8).
Vehicle motion adjusting means based on the difference in the yaw rate obtained (4)
Control amount calculating means (15) for calculating the operation control amount of
A motion control device for a vehicle. 2. The control unit (5) converts the phase of the second target value obtained by the second target value calculating means (13) to the first target value obtained by the first target value calculating means (12). And a first phase component for obtaining only the magnitude of the first target value by removing the phase component of the first target value obtained by the first target value calculation means (12). Removal means (1
7) and second phase component removing means (18) for removing the phase component of the output of the phase matching means (16) to obtain only the magnitude of the second target value after the phase matching. The output of the removing means (17, 18) is output from the row selecting means (2).
2. The vehicle motion control device according to claim 1, wherein the input is input to (0). 3. The control unit (5) includes an output of a first target value calculating means (12) and a first phase removing means (1).
7) The first target value calculating means (1)
The phase extraction means (19) for extracting the phase component of the first target value obtained in 1) and the phase of the target value output from the low selection means (20) are extracted by the phase extraction means (19). 3. The motion control device for a vehicle according to claim 2, further comprising target value setting means for obtaining a final target value in accordance with the phase.