JP3269993B2 - Vehicle motion control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent excessive control due to a decrease in the accuracy of computing a vehicle speed in a vehicle motion control device which calculates the angular velocity of revolution about the turning center of the vehicle by dividing lateral acceleration by the vehicle speed computed according to wheel speeds detected by a plurality of wheel speed detection means detecting the speeds of wheels, and which controls the yawing motion of the vehicle according to the rate of change of a side-slip angle which is the difference between the angular velocity of the revolution and a yaw rate. SOLUTION: A revolution angular velocity computing means 61 includes a division means 80 which divides lateral acceleration by a vehicle speed computed by a vehicle speed computing means and a low speed correction means 83 which, when the vehicle speed obtained by the vehicle speed computing means is as low as less than a set speed, corrects the value obtained by the division means 80, according to the vehicle speed obtained by the vehicle speed computing means, by setting the rate of a change of a side-slip angle at a small value including zero.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a plurality of wheel speed detecting means for detecting the wheel speed of each wheel, a vehicle speed calculating means for calculating a vehicle speed based on the wheel speed detected by the wheel speed detecting means. A lateral acceleration detecting means for detecting a lateral acceleration of the vehicle, a yaw rate detecting means for detecting a yaw rate of the vehicle, and a lateral acceleration detected by the lateral acceleration detecting means by a vehicle speed calculated by the vehicle speed calculating means. Revolving angular velocity calculating means for obtaining a revolving angular velocity around the turning center of the vehicle by dividing the vehicle; and a yaw rate detected by the yaw rate detecting means being subtracted from the revolving angular velocity obtained by the revolving angular velocity calculating means. And calculating a yaw motion of the vehicle based on the sideslip angle change speed obtained by the sideslip angle change speed calculation unit. Relating to exercise control apparatus for a vehicle.

[0002]

2. Description of the Related Art Conventionally, such a vehicle motion control device is already known, for example, from Japanese Patent Application Laid-Open No. 5-221300.

[0003]

The side slip angle change speed obtained by subtracting the yaw rate from the revolution angular speed around the turning center of the vehicle represents the actual yaw motion state quantity of the vehicle. By controlling the yaw movement using the side slip angle change speed, it becomes possible to control the yaw movement quickly corresponding to the change in the yaw movement state quantity without using an expensive sensor such as a Doppler sensor. The detection accuracy of the wheel speed detection means, that is, the calculation accuracy of the vehicle speed obtained by the vehicle speed calculation means, decreases as the speed decreases. Therefore, when the vehicle speed is low, the calculation accuracy of the side slip angular speed obtained by the side slip angle change speed calculating means is also reduced, and there is a possibility that the yaw motion is excessively controlled.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and provides a vehicle motion control apparatus that prevents excessive control due to a decrease in calculation accuracy of a vehicle speed calculation means at a low vehicle speed. The purpose is to:

[0005]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention provides a plurality of wheel speed detecting means for detecting the wheel speed of each wheel, and a method for detecting the wheel speed detected by the wheel speed detecting means. Vehicle speed calculating means for calculating a vehicle speed based on the vehicle speed;
A lateral acceleration detecting means for detecting a lateral acceleration of the vehicle, a yaw rate detecting means for detecting a yaw rate of the vehicle, and a lateral acceleration detected by the lateral acceleration detecting means are divided by a vehicle speed obtained by the vehicle speed calculating means. Revolving angular velocity calculating means for obtaining a revolving angular velocity around the turning center of the vehicle, and subtracting the yaw rate detected by the yaw rate detecting means from the revolving angular velocity obtained by the revolving angular velocity calculating means, thereby obtaining the side slip angle change velocity of the vehicle. And a yaw motion of the vehicle based on the sideslip angle change speed obtained by the sideslip angle change speed calculation unit. Dividing means for dividing the lateral acceleration detected by the lateral acceleration detecting means by the vehicle speed detected by the vehicle speed calculating means; Vehicle speed obtained in stage, the first set
Small and less than the speed V _SH than the first set speed V _SH first
During low speed exceeding the second setting speed V _SL, the sideslip angle
In order to reduce the change speed, the second set speed V _SL
Following the time very low speed and the sideslip angle rate of change in Do <br/> so that a "0", the low-speed correction for correcting on the basis of the values obtained by the division means to the vehicle speed obtained by the vehicle speed calculating means in that it comprises a means as a first feature, also in addition to this feature, the low-speed correction means, .GAMMA.g the revolution angular velocity, the
A value obtained by multiplying the value obtained by the dividing means by a gain is γG ′,
The yaw rate is γ, the vehicle speed is V, the first set speed
_Is V _SH , and the second set speed is V _SL ,
When V _SL <V <V _SH, when the γG = K · γG '+ ( 1-K) · γ K = {(V-V SL) / (V SH -V SL)} V ≦ V SL is .GAMMA.g = Γ is obtained by performing an operation such that = γ
Are the second characteristics.

According to this configuration, the yaw motion of the vehicle is controlled based on the vehicle's side slip angle change speed obtained by subtracting the detected yaw rate from the revolution angular speed around the turning center of the vehicle. But the vehicle speed is the first setting
Above a second set speed less than and less than the speed
At low speeds, reduce the side slip angle change speed.
In addition, at extremely low speeds equal to or lower than the second set speed , the revolving angular speed is corrected so that the side slip angle change speed becomes “0” , so that the control sensitivity is reduced at low vehicle speed where the calculation accuracy by the vehicle speed calculation means is low. It is possible to prevent excessive control from occurring.

[0007]

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 21 show an embodiment of the present invention. FIG. 1 is a diagram showing a drive system and a brake system of a front engine / front drive vehicle, and FIG. 2 is a diagram showing a configuration of a brake device. 3, FIG. 3 is a longitudinal sectional view showing a configuration of a control actuator, FIG. 4 is a block diagram showing a configuration of a control unit, FIG. 5 is a block diagram showing a configuration of a yaw motion control unit, and FIG. FIG. 7 is a block diagram showing a configuration of the calculating means, FIG. 7 is a view showing a filter coefficient setting map in the coefficient determining means, FIG. 8 is a view for explaining the revolution angular velocity around the turning center, and FIG. FIG. 10 is a diagram illustrating a gain setting map, FIG. 10 is a diagram illustrating a gain setting map in the second amplifying unit, FIG. 11 is a diagram illustrating bank determination / correction, FIG. 12 is a block diagram illustrating a configuration of the bank correcting unit, Figure 3 is a diagram showing a gain setting map in the fourth amplifying means, FIG. 14 is a block diagram showing a configuration of the first slip ratio converting means, FIG. 15 is a diagram showing a gain setting map in the fifth amplifying means, and FIG. FIG. 17 is a diagram illustrating a gain setting map in the sixth amplifying unit, FIG. 17 is a block diagram illustrating a configuration of the second slip ratio converting unit, FIG. 18 is a diagram for explaining phase correction, and FIG. FIG. 20 is a diagram illustrating a gain setting map, FIG. 20 is a block diagram illustrating a configuration of a brake pressurizing unit control unit and a brake pressure adjusting unit control unit, and FIG. 21 is a block diagram illustrating a configuration of an engine output control unit.

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

A tandem-type master cylinder M has a first and a second output port 2A, 2B for outputting a brake fluid pressure in accordance with the depression operation of the brake pedal 3. Both output ports 2A, 2B are connected to the output port 2A, 2B. is connected to the brake fluid pressure circuit 4, the brake fluid pressure to the wheel brakes B _FL from the brake fluid pressure circuit 4, B _FR, B _RL, is caused to act on the B _RR. In this brake hydraulic circuit 4, each wheel brake B _FL , B _FR ,
The brake fluid pressure acting on B _RL and B _RR is adjusted, and the control unit 5 includes wheels W _FL , W _FR ,
Wheel speed detecting means 6 _FL , 6 _FR , 6 _RL , 6 _{RR for} detecting wheel speeds of W _RL and W _RR , respectively, steering wheel H
The detected values of the steering angle detecting means 7 for detecting the steering angle δ operated by the controller, the yaw rate detecting means 8 for detecting the yaw rate γ of the vehicle, and the lateral acceleration detecting means 9 for detecting the lateral acceleration α of the vehicle are respectively inputted. Is done.

In FIG. 2, a brake hydraulic circuit 4 basically has an X-pipe type brake circuit configuration, and has a first output port 2A and a right rear wheel brake B of a master cylinder M having a reservoir R. Right rear wheel brake pressure adjusting means 10A and proportional pressure reducing valve 11A provided between _RR
When, a second output port 2B and the left rear wheel brake B _RL left rear wheel brake pressure regulating means provided between 10B and the proportional pressure reducing valve 11B of the master cylinder M, a first output port 2A
And a left front wheel brake fluid pressure control device 12A provided between the left front wheel brake B _FL, and a second output port 2B and right front wheel brake hydraulic pressure control unit 12B provided between the right front wheel brake B _FR.

The right rear wheel brake pressure adjusting means 10A is connected to the first output port 2A of the master cylinder M and the proportional pressure reducing valve 11A.
A, a pressure-intensifying valve 15A, a pressure-reducing valve 16A provided between a reservoir 18A, which is a component of the left front wheel brake fluid pressure control device 12A, and a proportional pressure-reducing valve 11A, and a first output port 2A from the proportional pressure-reducing valve 11A side. And a check valve 17A connected in parallel to the pressure-intensifying valve 15A to allow the brake fluid to flow to the side. The pressure-increasing valve 15A is a normally-open solenoid valve, and the pressure-reducing valve 16A is a normally-closed solenoid valve. is there.

Such a right rear wheel brake pressure adjusting means 10A
According to the above, when the brake pedal 3 is depressed, the hydraulic pressure of the first output port 2A is reduced by the proportional pressure reducing valve 11A by opening the pressure increasing valve 15A when the pressure reducing valve 16A is closed. state will be acting on the right rear wheel brake B _RR, also both close the pressure-increasing valve 15A and the pressure reducing valve 16A if it is possible to hold the brake fluid pressure of the right rear wheel brake B _RR, further closing the pressure increasing valve 15A The right rear wheel brake B _RR is opened by opening the pressure reducing valve 16A.
Can be reduced.

The left rear wheel brake pressure adjusting means 10B is connected to the second output port 2B of the master cylinder M and the proportional pressure reducing valve 11
B, a pressure reducing valve 16B provided between a reservoir 18B and a proportional pressure reducing valve 11B which are components of the right front wheel brake fluid pressure control device 12B, and a second output port 2B from the proportional pressure reducing valve 11B side. And a check valve 17B connected in parallel to the pressure-intensifying valve 15B to allow the brake fluid to flow to the pressure-increasing valve 15B.
By controlling the opening and closing of the B and the pressure reducing valve 16B, as with the right rear wheel brake pressure regulating means 10A, can be controlled by switching the left rear wheel brake B _RL intensifier, retention and reduced pressure.

The left front wheel brake hydraulic pressure control device 12A provided between the first output port 2A of the master cylinder M and the left front wheel brake _BFL is provided with a left front wheel brake pressure adjusting means 13A.
When, is composed of a left front wheel brake pressure unit 14A, and the second output port 2B and right front wheel brake hydraulic pressure control unit 12B provided between the right front wheel brake B _FR of the master cylinder M is the right front wheel brake pressure control means 13B and right front wheel brake pressurizing means 14B.

The left front wheel brake pressure adjusting means 13A includes a reservoir 18A different from the reservoir R attached to the master cylinder M, a hydraulic pressure from the first output port 2A of the master cylinder M or a left front wheel brake pressurizing means. A pressure increasing valve 20A provided between the first hydraulic pressure path 19A and the left front wheel brake B _FL capable of applying the hydraulic pressure controlled by 14A, a pressure reducing valve 21A provided between the reservoir 18A and the left front wheel brake B _FL , A first pump 22A capable of pumping the brake fluid of the reservoir 18A, a damper 23A connected to a discharge port of the first pump 22A, and a pump provided between the discharge port of the first pump 22A and the first hydraulic path 19A. Aperture 24A
And a check valve 25A connected in parallel to the booster valve 20A to allow the flow of brake fluid from the left front wheel brake B _FL side to the first hydraulic pressure path 19A side, and the booster valve 20 is a normally open type. This is a solenoid valve, and the pressure reducing valve 21A is a normally closed solenoid valve.

Such a left front wheel brake pressure adjusting means 13A
According to this, when the first output port 2A of the master cylinder M is in communication with the first hydraulic pressure path 19A, the brake operation by the brake pedal 3 causes the left front wheel _WFL to enter a locked state. At the time of the brake pressure adjustment, while the first pump 22A is operated, the pressure increasing valve 20A is closed and the pressure reducing valve 21A is opened, so that a part of the brake fluid pressure of the left front wheel brake _BFL is supplied to the reservoir. The pressure is reduced by being released to 18A. Further, when the brake fluid pressure is maintained, the pressure increasing valve 20A and the pressure reducing valve 21A may be maintained in a closed state. When increasing the brake fluid pressure, the pressure increasing valve 20A is opened and the pressure reducing valve 21A is closed. You only need to close the valve.

The brake fluid released to the reservoir 18A flows from the first pump 22A to the damper 23A and the throttle 2A.
The pressure is returned to the upstream side of the pressure increasing valve 20A via 4A. Therefore, the amount of depression of the brake pedal 3 in the master cylinder M does not increase by the amount released to the reservoir 18A, and the pulsation of the brake fluid sent from the first pump 22A is attenuated by the functions of the damper 23A and the throttle 24A. No pulsation is transmitted to the brake pedal 3.

The first output port 2 of the master cylinder M
A and the first hydraulic passage 19A are shut off,
Activate the pump 22A and adjust the left front wheel brake pressure adjusting means 1
By opening and closing control of the pressure increasing valve 20A and the pressure reducing valve 21A in 3A, it is also possible to control the left front wheel brake B _FL intensifier, holding and pressure reduction.

The right front wheel brake pressure adjusting means 13B has a reservoir 18 different from the reservoir R attached to the master cylinder M, similarly to the right front wheel brake pressure adjusting means 13A.
Provided B and, between the first fluid pressure passage 19B and the right front wheel brake B _FR capable of acting controlled hydraulic hydraulically or right front wheel brake pressure unit 14B from the second output port 2B of the master cylinder M a pressure increasing valve 20B, and the pressure reducing valve 21B provided between the reservoir 18B and the right front wheel brake B _RL, is connected to the brake fluid in the reservoir 18B and the first pump 22B can be pumped, the outlet of the first pump 22B Damper 23B, a throttle 24B provided between the discharge port of the first pump 22B and the first hydraulic pressure path 19B, and permits the flow of brake fluid from the right front wheel brake _BFR side to the first hydraulic pressure path 19B side. And a check valve 25B connected in parallel to the pressure increasing valve 20B.
Is the first pump 22A of the left front wheel brake pressure adjusting means 13A.
And a common motor 26.

The left front wheel brake pressurizing means 14A is provided with a reservoir 27 independent of the reservoir R of the master cylinder M and the reservoirs 18A and 18B of the left and right front wheel brake pressure adjusting means 13A and 13B, and a control fluid from the reservoir 27. A second pump 28 for pumping, a control actuator 29A provided between the first hydraulic path 19A and a second hydraulic path 34A connected to the first output port 2A of the master cylinder M,
A pressurizing valve 30A provided between the control hydraulic pressure passage 35A for guiding the control hydraulic pressure for controlling the operation of the control actuator 29A and the second pump 28, and a release valve 31A provided between the control hydraulic pressure passage 35A and the reservoir 27. The pressure valve 30A and the release valve 31A are both normally open solenoid valves.

In FIG. 3, the control actuator 29A
The pressurizing chamber 39 is provided between a housing 38 having an input port 36 at one end wall communicating with the second hydraulic pressure passage 34A and a control port 37 at the other end wall communicating with the control hydraulic pressure passage 35A. And a control hydraulic pressure chamber 40 communicating with the control port 37 is formed between the control hydraulic pressure chamber 40 and the other end wall so as to be slidably fitted to the housing 38.
And a return spring 42 that exerts a spring force in the direction of reducing the volume of the control hydraulic chamber 40, and a valve closing operation in response to the movement of the pressurizing piston 41 to the side that reduces the volume of the pressurizing chamber 39. Cut valve 43 for shutting off between input port 36 and pressurizing chamber 39
The first hydraulic passage 19 is provided on the side of the housing 38.
An output port 44 communicating with A is provided so as to always communicate with the pressurizing chamber 39 regardless of the axial position of the pressurizing piston 41.

The cut valve 43 is formed in a cap shape having a flange portion 45a on the open end side in contact with the inner surface of one end wall of the housing 38, and is provided with a valve box 45 housed in the pressurizing chamber 39 and an input. The disc-shaped valve body 46 housed in the valve box 45 so that the port 36 can be closed, and the valve box 4 which exerts a spring force for urging the valve body 46 in the direction to close the input port 36.
5 and a valve spring 47 provided between the valve body 46,
The spring force of the valve spring 47 is set smaller than the spring force of the return spring 42.

One end of a stem 49 coaxial with the pressurizing piston 41 is coaxially and integrally connected to the valve body 46. The stem 49 is provided with a through hole 48 provided in the valve box 45.
Movably penetrates. On the other hand, the other end of the stem 49
It is inserted into a bottomed storage hole 41a provided in the pressure piston 41 so as to open to the pressure chamber 39 side, and the stem 49 is provided with an enlarged diameter portion 49a in the storage hole 41a. Thus, between the enlarged diameter portion 49a and the inner surface of the storage hole 41a, the closed end of the storage hole 41a and the stem 49 according to the axial movement of the stem 49 with respect to the pressurizing piston 41.
A gap is formed so that the pressure is not increased or reduced. Further, a ring-shaped regulating plate 50 capable of engaging the inner peripheral edge with the enlarged diameter portion 49a of the stem 49 is in contact with the surface of the pressurizing piston 41 facing the pressurizing chamber 39. A coil-shaped return spring 42 is provided between the valve box 45 and the flange 45a. Due to the spring force of the return spring 42,
The pressure piston 41 is urged to reduce the volume of the pressure chamber 39, the regulating plate 50 is substantially fixed to the pressure piston 41, and the valve box 45 is substantially fixed to one end wall of the housing 38. Fixed. The valve box 45 has
There are provided a plurality of communication holes 51 communicating the inside with the pressure chamber 39.

According to the control actuator 29A, the hydraulic pressure in the control hydraulic chamber 40 can be controlled by controlling the opening and closing of the pressurizing valve 30A and the release valve 11A. The piston 41 operates in the axial direction. Thus, when the pressurizing piston 41 moves forward in the direction to reduce the volume of the pressurizing chamber 39, the regulation of the stem 49 by the regulating plate 50 is released, and the stem 49, that is, the valve body 46 moves forward, whereby The cut valve 46 is closed, and the connection between the input port 36 and the pressurizing chamber 39, that is, the connection between the second hydraulic passage 34A and the first hydraulic passage 19A connected to the first output port 2A of the master cylinder M is cut off. Will be. Further, the hydraulic pressure in the pressurizing chamber 39 increases in accordance with the volume reduction of the pressurizing chamber 39 by the pressurizing piston 41, and the increased hydraulic pressure acts on the first hydraulic pressure path 19A. That is, the hydraulic pressure of the second pump 28 is reduced by the pressurizing valve 30A and the pressure reducing valve 31.
The control actuator 29A indirectly changes the hydraulic pressure corresponding to the adjusted hydraulic pressure of the control hydraulic chamber 40 to the first hydraulic pressure in response to the adjustment of the hydraulic pressure in the control hydraulic chamber 40 by controlling the opening and closing of the hydraulic pressure chamber A.
It is possible to output to the hydraulic path 19A.

The right front wheel brake pressurizing means 14B is connected to the reservoir 27 and the second pump 28 common to the left front wheel brake pressurizing means 14A, the first hydraulic pressure path 19B and the second output port 2B of the master cylinder M. Two hydraulic pressure paths 34B
A control actuator 29B provided therebetween, a control hydraulic pressure passage 35B for introducing a control hydraulic pressure for controlling the operation of the control actuator 29B, and a pressurizing valve 30B provided between the second pump 28; It has a release valve 31B provided between the reservoirs 27, and is configured similarly to the left front wheel brake pressurizing means 14A.

By the way, the second pump 28 is provided with the first pump 22A of the left and right front wheel brake pressure adjusting means 13A, 13B.
The motor 26 is driven by a common motor 26 with the first pump 22A, 22B and the second pump 22A.
By driving the pump 28, the number of parts can be reduced.

A pressure regulating valve 33 is provided between the discharge port of the second pump 28 and the reservoir 27 so that a control hydraulic pressure passage 35 is provided.
A and a relief valve 32A between the control hydraulic pressure line 35B and the reservoir 27.
B are provided respectively. The valve opening pressure of the pressure regulating valve 33 is set to, for example, 180 to 200 atm.
The valve opening pressure of A and 32B is larger than the valve opening pressure of the pressure regulating valve 33, and is set to, for example, 300 to 500 atmospheres. With such a configuration, problems in the following control mode are improved. That is, the pressurizing piston 41 of the control actuators 29A and 29B
Is moving forward, the cut valve 43 is closed, and the first pump 2 in the left and right front wheel brake pressure adjusting means 13A, 13B.
2A and 22B are in operation and the booster valves 20A and 2B
In the control mode in which 0B is closed and the pressurizing valves 30A, 30B and the release valves 31A, 31B are closed, the control hydraulic chamber 40 is closed when there are no relief valves 32A, 32B.
Are in the hydraulic lock state, and the first pumps 22A, 22A
Even if the pressurizing piston 41 is pushed in the retreating direction, that is, toward the control hydraulic pressure chamber 40 side by the discharge pressure of 2B, the movement of the pressurizing piston 41 is prevented, so that there is no place for the pressure to escape. On the other hand, since the relief valves 32A and 32B are provided between the control hydraulic chamber 40 and the reservoir 27, the movement of the piston 41 to the side where the volume of the control hydraulic chamber 40 is reduced is allowed. Thus, a relief area for pressure can be secured.

In FIG. 4, the control unit 5 includes a yaw motion control unit 55, an engine output control unit 56, a brake pressurizing unit control unit 57, and a brake pressure adjusting unit control unit 58.
And a motor drive unit 59.

The yaw motion controller 55 includes a steering angle detecting means.
7, the steering angle δ obtained by the yaw rate detecting means 8
Yaw rate γ and the lateral acceleration detection means 9
The lateral acceleration α is input and the braking
The vehicle speed obtained by the pressurizing means control unit 57 and the brake pressure
The rear wheel acceleration / deceleration obtained by the step control unit 58 is input,
Based on these input signals, the yaw motion controller 55
Engine yaw operation to be applied to the engine output control unit 56
Dynamic control target slip ratio and brake pressurizing means control unit 57
System applied to brake and brake pressure control means control unit 58
Yaw motion control target wheel speed and brake pressure control means control unit
And the four-channel control switching signal given to
Output. Further, the engine output control unit 56 determines each wheel speed.
Detecting means 6_FL, 6_FR, 6_RL, 6_RRThe wheel speed obtained by
The engine yaw input from the yaw motion controller 55
-Engine output adjustment based on the target slip rate
And the output of the engine E can be adjusted.
Actuators such as fuel injection valves and throttle valves
The movement is controlled by the engine output from the engine output control unit 56.
Controlled by signals. The brake pressurizing means control unit 57
Wheel speed detection means 6 _FL, 6_FR, 6_RL, 6_RRCar obtained by
Wheel speed, brake system input from yaw motion controller 55
Target yaw motion wheel speed and brake pressure control
Based on the wheel acceleration / deceleration input from the
Calculation of the control amounts of the
Each valve 30A, 30 in the pressurizing means 14A, 14B
Control signals for controlling the opening and closing operations of B, 31A and 31B.
And the motor 26 is driven by the motor drive unit 59.
A signal for driving is output. Brake pressure adjusting means
The control unit 58 controls each wheel speed detecting unit 6_FL, 6_FR, 6_RL,
6_RRThe wheel speed and yaw motion controller 55 obtained in
Brake system yaw motion target wheel speed
And each brake pressure adjusting means 10A, 10B, 13A, 13
A control amount is calculated, and each brake pressure adjusting means 1
One of 0A, 10B, 13A and 13A is yawed
4-channel control switching signal input from control unit 55
Are sequentially selected according to the brake pressure adjusting means 10A, 10B.
B, 13A, and outputs a signal for controlling 13A.
Further, the brake pressure adjusting means control unit 58 outputs the motor 26
Is also output by the motor drive unit 59 for driving
It is.

Such a yaw motion control unit 55, an engine output control unit 56, and a brake pressurizing means control unit 57
Will be described in order below.

[0032] In FIG. 5, the yawing motion control portion 55 includes a brake system yawing motion control block B _B, is made of an engine system yawing motion control block B _E.

The brake system yaw movement control block B _B
The first revolution angular velocity calculating means 61 to which the vehicle speed V obtained by the brake pressurizing means control unit 57 and the lateral acceleration α detected by the lateral acceleration detecting means 9 are input, and the brake pressurizing means control unit 57 The high-frequency range of the second revolution angular velocity calculating means 62 to which the vehicle speed V and the steering angle δ detected by the steering angle detecting means 7 are input, and the high-frequency noise of the yaw rate γ detected by the yaw rate detecting means 8 are removed. A low pass filter 63, a first addition point 64 as a skid angle change speed calculating means for subtracting the yaw rate γ passed through the low pass filter 63 from the value obtained by the first revolution angular velocity calculating means 61, and a second revolution angular velocity calculation A second addition point 65 for subtracting the yaw rate γ passed through the low-pass filter 63 from the value obtained by the means 62 and a first addition point 64 The bank is determined based on the obtained value, and the first addition point 64 is determined when the bank is determined.
, A first slip rate conversion means 67 for converting the value corrected by the bank correction means 66 into a slip rate λOS, and a value obtained at the second addition point 65. Is converted to the slip ratio λUS
The slip ratio λO obtained by the slip ratio converter 68 and the first and second slip ratio converters 67 and 68, respectively.
S, λUS, a control selection means 69 for determining oversteer and understeer and obtaining a slip ratio λ based on the determination result;
A speed conversion unit 70 to obtain a brake system the yawing motion control target wheel speed V _T on the basis of the obtained slip rate λ 9, lateral acceleration α and the first slip ratio converting means which is detected by the lateral acceleration detecting means 9 the wheel brakes B _FL in the brake fluid pressure circuit 4 based on the obtained slip rate λOS at _{67, B FR, B RL,} 4 -channel control switching signal defines whether to select one of the four channels for each B _RR And a four-channel switching control means 71 for outputting

Further, the engine system yaw motion control block B _E
Are a longitudinal acceleration estimating means 72 for estimating the longitudinal acceleration of the vehicle based on the rear wheel acceleration / deceleration obtained by the brake pressure adjusting means control section 58, and a lateral direction detected by the lateral acceleration detecting means 9. Total acceleration estimating means 73 for estimating the total acceleration TG based on the acceleration α and the longitudinal acceleration obtained by the longitudinal acceleration estimating means 72, and a target slip ratio according to the total acceleration TG estimated by the total acceleration estimating means 73. an acceleration corresponding target slip ratio setting unit 74 for determining the oversteer control for setting the oversteer control target slip ratio based on the obtained slip rate λOS first slip rate converting means 67 in the brake system the yawing motion control block B _B Target slip ratio setting means 75 and brake system yaw motion control block B
Understeer control target slip rate setting means 76 for setting the understeer control target slip rate based on the slip rate λUS obtained by the second slip rate conversion means 67 in _B , and each target slip rate setting means 74, 75, 7
And a high selection means 77 for selecting the maximum value of the slip ratio obtained in step 6 and outputting the selected value as the engine system yaw motion target slip ratio.

In FIG. 6, first revolution angular velocity calculating means 6
1 is the lateral acceleration detected by the lateral acceleration detecting means 9
A high-pass filter 78 that passes the degree α,
Filter coefficient f of filter 78_CThe brake pressurization means
Coefficient determining means determined based on the vehicle speed V obtained by the control unit 57
Step 79 and lateral acceleration through high-pass filter 78
Dividing means 80 for dividing the degree α by the vehicle speed V, and dividing means
Gain K to α / V obtained at 80₁First amplification hand multiplying by
The stage 81 and the output of the first amplifying means 81 have a gain K _TwoMultiply by
The second amplifying means 82 and the output of the second amplifying means 82
Low-speed correction means 83 for obtaining the final revolution angular velocity γG
Is provided.

The high-pass filter 78 cuts the low frequency range of the lateral acceleration α based on the fact that the lateral acceleration α detected by the lateral acceleration detecting means 9 is affected by the rolling of the vehicle, and The coefficient determining means 79 determines a filter coefficient f _C according to the vehicle speed V, as shown in FIG. Thus, as the vehicle speed V increases, the roll speed decreases, and the filter coefficient f _C is set to increase as the roll speed decreases. In other words, the slower the roll speed, the lower the frequency component generated due to the rolling, and the filter coefficient f _C is set as shown in FIG.
As the roll speed decreases, the frequency components of the lateral acceleration α up to a lower frequency range pass through the high-pass filter 78.

The dividing means 80 includes a high-pass filter 78
Is divided by the vehicle speed V, an actual revolution angular velocity around the turning center of the vehicle can be obtained. That is, in FIG. 8, when the vehicle is turning around the turning center C _C with a turning radius R, the vehicle speed V is represented by V = R · ω when the revolution angular velocity is ω, and the lateral acceleration α is α = (V ² / R), and based on these equations, ω = α / V. That (alpha / V) is the actual revolution angular velocity around the turning center C _C when the vehicle is turning.

In the first amplifying means 81, a gain K ₁ determined by the vehicle speed V is multiplied by (α / V) obtained by the dividing means 80. The gain K ₁ is set as shown in FIG. Is done. That gain K ₁ is intended to be set to be lower with increase in the vehicle speed V, the vehicle speed V is the greater roll amount of the vehicle as it increases, the gain K ₁ is smaller as the roll amount increases Will be set to Thus, when rolling, the greater the roll amount, the greater the effect on the lateral acceleration α detected by the lateral acceleration detection means 9, and the larger the roll amount, the greater the correction amount. α / V) is corrected by the first amplification means 81.

In the second amplifying means 82, the gain K ₂ determined by the virtual orbital angular velocity γS obtained by the second orbital angular velocity calculating means 62 is obtained by the value (α · K ₁₎ obtained by the first amplifying means 81.
/ V), and the gain K ₂ is calculated as shown in FIG.
Are set as shown in FIG.

The second revolution angular velocity calculating means 62
As shown in FIG. 6, a low-pass filter 84 for cutting a high-frequency region of the steering angle δ detected by the steering angle detecting means 7 to remove noise, and a steering angle δ passing through the low-pass filter 84 and multiplying means 85 for multiplying the vehicle speed V, the are those comprising a third amplifying means 86 for multiplying the gain K ₃ to the value obtained by multiplying means 85, the third amplifying means 86, to eliminate the influence of the vehicle rolling Gain K
₃ is set in the same manner as the gain K ₁ in FIG. 9 according to the vehicle speed V.

The multiplied value (δ · V) obtained by the multiplying means 85 of the second revolution angular velocity calculating means 62 is such that the steering angle δ of the vehicle operator is multiplied by the vehicle speed V so that the steering angle of the operator can be obtained. The multiplication value (δ ·
The value γS obtained by multiplying V) by the gain K ₃ is a virtual revolution angular velocity reflecting the turning intention of the vehicle operator. Therefore, in the second amplification means 82 of the first revolution angular velocity calculating means 61, the gain K ₂ determined by the virtual revolution angular velocity γS representing the steering intention of the vehicle operator is a value (α · K ₁ /) indicating the actual revolution angular velocity. V). As a result, the steering intention of the driver is reflected on the actual revolving angular velocity γG obtained by the first revolving angular velocity calculating means 61.

The vehicle speed V and the yaw rate γ that has passed through the low-pass filter 63 are input to the low speed correction unit 83, and the low speed correction unit 83 obtains the vehicle speed V when the vehicle speed V is lower than the set speed. The value (α · K ₁ · K ₂ / V) is corrected by the low speed correcting means 83 based on the vehicle speed V as follows.

That is, in the low speed correcting means 83, the first set speed V _SH (for example, 40 km / h) and the first set speed V _SH
The second set speed V _SL smaller than _SH (for example, 10 km /
h) and (α · K ₁ · K ₂ / V) = γ
When the vehicle speed V is equal to or higher than the first set speed V _SH , γG = γG ′ When the second set speed V _SL <vehicle speed V <the first set speed V _SH , γG = K · γG ′ + (1−K) · γ K = {(V−V _SL ) / (V _SH −V _SL )} When the vehicle speed V ≦ the second set speed V _SL , an operation is performed such that γ G = γ, and γG is low speed correction means 8
3 will be obtained.

That is, in the low speed correcting means 83, the vehicle speed V
First set speed V_SHAt low speeds less than (α ・ K₁・ K_Two
/ V) is corrected.
You. This is because the vehicle speed V is determined by a plurality of wheel speed detecting means 6._FL, 6
_FR, 6_RL, 6_RRIs calculated based on the detected value of
Each wheel speed detecting means 6_FL, 6_FR, 6
_RL, 6_RR, The calculation accuracy of the vehicle speed V is low
The yaw movement at low speed.
In order to prevent excessive control of (α · K
₁・ K_Two/ V) is reduced to lower the control sensitivity.
Things.

At the first addition point 64, the yaw rate γ passed through the low-pass filter 63 is subtracted from the actual revolution angular velocity γG output from the first revolution angular velocity calculating means 61, that is, the low-speed correcting means 83, to obtain the actual vehicle angular velocity. An operation for obtaining the lateral slip angle change speed (γG−γ) is performed. When the vehicle speed V is extremely low below the second set speed V _SL , the first
Revolution angular velocity γG output from revolution angular velocity calculating means 61
Is set to γ in the low-speed correction means 83,
At that time, the lateral sliding angle change speed (γG−γ) becomes “0”.

At the second addition point 65, the virtual lateral slip angle change speed (Y) is calculated by subtracting the yaw rate γ passed through the low-pass filter 63 from the virtual revolution angular speed γS output from the second revolution angular speed calculation means 62. An operation for obtaining γS−γ) is performed.

The lateral slip angle change speed (γG-γ) obtained at the first addition point 64 is input to the bank correction means 66. The bank correction means 66 determines whether or not the vehicle is traveling on an inclined traveling road surface (bank), and when it is determined that the vehicle is traveling on the bank, the lateral slip angle change speed (γG-γ) Is to be corrected.

By the way, as shown in FIG.
Assuming that the vehicle is running slalom in the bank of the vehicle, the yaw rate detecting means 8 detects the yaw rate γ ′.
And the lateral acceleration α ′ detected by the lateral acceleration detecting means 9 are the yaw rate γ, which is the rotational angular velocity around the vehicle center of gravity on a plane parallel to the traveling road surface, where G is the gravitational acceleration, and the traveling road surface Are expressed as follows with respect to the lateral acceleration α on a plane parallel to

Γ ′ = γcos θ α ′ = αcos θ−Gsin θ Therefore, the revolution angular velocity (α ′ / V) calculated using the detected yaw rate γ ′ and the detected lateral acceleration α ′, and the side slip angle change rate ｛( α ′ / V) −γ ′} are as follows, respectively.

Α ′ / V = (α / V) cos θ− (G / V) sin θ (α ′ / V) −γ ′ = (α / V) cos θ− (G / V) sin θ−γcos θ = {α / V−γ} cos θ− (G / V) sin θ ≒ ｛α / V−γ｝ − (G / V) sin θ That is, the bank correction means 6 starts from the first addition point 64.
{− (G / V) sin θ} is added to the side slip angle change speed (γG−γ) input to 6 as an offset during bank running.

As described above, the side slip angle change speed (γG-γ) during the bank running is offset ｛− (G / V) sin.
bank correction means 6 based on the addition of θ バ ン ク
6 is configured as shown in FIG.

That is, the bank correction means 66 includes a band-pass filter 88 for cutting the low-frequency range and the high-frequency range of the signal from the first addition point 64, and a high-frequency range for the signal from the first addition point 64. A low-pass filter 89 to cut, a third addition point 90 for subtracting the signal passed through the band-pass filter 88 from the signal passed through the low-pass filter 89, and the value obtained at the third addition point 90 is converted into an absolute value. The absolute value changing means 91 and the signal passing through the band pass filter 88 are multiplied by a fourth gain K ₄ determined according to the value obtained by the absolute value forming means 91 to change the side slip angle from the first addition point 64. Speed (γ
G-γ) is corrected in accordance with the bank angle.
And

Since the rate of change of the bank angle θ is sufficiently slow with respect to the change of the side slip angle change speed (γG-γ) accompanying the yaw motion control, the signal obtained at the first addition point 64 That is, when the low-frequency component of the side slip angle change speed (γG-γ) including the offset {− (G / V) sin θ} is cut, the offset {− (G / V) sin θ}.
Will be removed. That is, the output of the bandpass filter 88 does not include the offset {− (G / V) sin θ}. Further, the signal from the first addition point 64 is input to the band-pass filter 88 and the low-pass filter 89 so that the band-pass filter 88
And high-frequency noise is removed from the output of the low-pass filter 89, but the output of the low-pass filter 89 still includes the offset {− (G / V) sin θ}.

Therefore, by subtracting the signal passed through the band-pass filter 88 from the signal passed through the low-pass filter 89 at the third addition point 90,
At the third addition point 90, the offset ｛− (G / V)
sin θ｝ is obtained, and this offset ｛−
Since (G / V) sin θ｝ is a value including the bank angle θ,
Whether or not the vehicle is running in the bank can be determined based on the output of the third addition point 90.

The value obtained at the third addition point 90 is converted to an absolute value by an absolute value converting means 91, and the fourth gain K ₄ of the fourth amplifying means 92 is converted to an absolute value as shown in FIG. Means 9
The value is set according to the absolute value of the offset {− (G / V) sin θ} obtained in step (1). Thus, the fourth gain K ₄ decreases as the bank angle θ increases.
The lateral slip angle change speed (γG−γ) obtained at the first addition point 64 is corrected with a larger correction amount as the bank angle θ increases, and the bank angle θ becomes equal to or larger than a predetermined value. Sometimes, the lateral slip angle change speed (γG−γ) is forcibly set to “0”, and the control of the yaw motion is stopped.

By the way, in the bank correction means 66,
Although the band-pass filter 88 is used to cut the low-frequency band and the high-frequency band of the signal from the first addition point 64, a low-pass filter and a high-pass filter connected in series are used instead of the band-pass filter 88. In addition, a signal obtained by cutting a high-frequency band of the signal from the first addition point 64 with a low-pass filter and an output signal of a high-pass filter cutting a low-frequency band among the signals passed through the low-pass filter are added in a third addition. Matching point 90
When the high-frequency noise is not removed, the output of the high-pass filter that cuts the low-frequency band of the signal from the first addition point 64 and the signal from the first addition point 64 are converted to the third signal. You may make it input into the addition point 90.

The side slip angle change speed (γG-γ) corrected by the bank correction unit 66 is input to the first slip ratio conversion unit 67, and the first slip ratio conversion unit 67 calculates the PID by the PID calculation. Speed (γG-
The slip ratio λOS corresponding to γ) is determined.

In FIG. 14, the first slip ratio conversion means 67 calculates a P term based on the side slip angle change speed (γG-γ),
P-term operation means 9 for performing operations on I-term and D-term, respectively
3. I-term operation means 94 and D-term operation means 95;
Absolute value conversion means 99 for converting the revolution angular velocity γG obtained by the revolution angular velocity conversion means 61 into an absolute value, absolute value conversion means 100 for converting the yaw rate γ passed through the low-pass filter 63 to an absolute value, P term, I term and D-term operation means 93,
| ΓG obtained by the absolute value converting means 99 to the outputs of 94 and 95
The fifth gain K ₅ determined according to |
Amplifying means 96 _P , 96 _I , 96 _D and a fifth amplifying means 96
Sixth amplifying means 97 _P , 97 _I , 97 _D for multiplying the outputs of _P , 96 _I , 96 _D by a sixth gain K ₆ determined according to | γ | An adder 98 is provided to obtain the slip ratio λOS by adding the outputs of the amplifiers 97 _P , 97 _I , and 97 _D.

The fifth gain K ₅ in the fifth amplifying means 96 _P , 96 _I , 96 _D is set as shown in FIG. 15, and is set to increase as | γG | decreases. You. Incidentally, | .GAMMA.g | are representative of the friction coefficient of the road surface, the fifth gain K ₅ will be the friction coefficient of the road surface is set to be larger as the lower. This is because the directional stability of the vehicle is easily disturbed when the friction coefficient of the traveling road surface is low, so that it is necessary to enter the control of the yaw motion at a smaller side slip angle change speed than when the friction coefficient of the traveling road surface is high. Because there is
The slip ratio λOS, which is the control target of the yaw motion, is larger when the friction coefficient of the traveling road surface is low than when it is high, and the control sensitivity becomes sensitive.

As a representative of the friction coefficient of the road surface, the lateral acceleration α detected by the lateral acceleration detecting means 9 may be used in place of the revolution angular velocity γG.

The sixth gain K ₆ of the sixth amplifying means 97 _P , 97 _I , 97 _D is set as shown in FIG. 16, and is set to increase as | γ | increases. | Γ | represents the turning degree of the vehicle, and it is desirable that when the turning degree of the vehicle is large, control of the yaw movement is more easily performed than when the turning degree is small. The slip ratio λOS is larger when the turning degree is larger than when it is small, and the control sensitivity becomes more sensitive.

The virtual slip angle change speed (γS−γ) obtained at the second addition point 65 is input to the second slip ratio conversion means 68, and the virtual slip angle conversion means 68 outputs the virtual slip angle. The slip ratio λUS corresponding to the change speed (γS-γ) is obtained.

In FIG. 17, the second slip ratio conversion means 68 provides a slip ratio λUS from the second addition point 65.
Correction means 105 for performing phase correction on the PID, and a PID for executing a PID operation after the correction by the phase correction means 105
A calculating means 106, a seventh amplifying means 107 for multiplying a calculated value by the PID calculating means 106 by a seventh gain K ₇ ,
An absolute value converting means 108 for obtaining an absolute value of the slip rate λOS obtained by the slip rate converting means 67.

The phase correction means 105 performs phase correction when the vehicle is in a slalom operation. As shown in FIG. 18 (a), the phase correction means 105 controls the phase between the virtual revolution angular velocity γS and the yaw rate γ. When the phase shift occurs, the virtual side slip angle change speed (γS−γ) changes as shown in FIG. 8B according to the phase shift despite the yaw rate γ being in the positive direction. (ΓS−γ) for a period (t _{1 to} t ₂ ) in which the direction of the yaw rate γ and the direction of the virtual sideslip angle change speed (γS−γ) are mutually reversed so that the direction becomes negative. Is forcibly set to “0” by the phase correction unit 105.

In the seventh amplifying means 107, the slip ratio λO
The seventh gain K based on the absolute value of S ₇Is shown in Figure 19
Is set as follows. That is, in the process of increasing | λOS |
7th gain K₇Changes as indicated by the arrow.
Until | λOS | reaches a certain value from “0”.
Inn K₇Is “1.0”, and | λOS |
And the seventh gain K until it becomes "0.01".₇Is
Decreases from “1.0” to “0”, and | λOS |
01 "or more, the seventh gain K₇Remains "0"
You. In the process of decreasing | λOS |, the seventh gain K₇Is
It remains "0".

Therefore, the second slip ratio conversion means 68
ΛUS is output only when | λOS | <1.0. This is because the λUS is used for understeer suppression control reflecting the steering intention of the vehicle operator, and therefore, only when the actually occurring side slip angle change speed (γG−γ) is relatively small. This is based on the fact that the understeer suppression control reflecting the steering intention is not executed.

Referring again to FIG. 5, the slip ratios λOS and λUS obtained by the first and second slip ratio conversion means 67 and 68 are input to the control selection means 69. In the control selecting means 69, the slip rates λOS, λU
Whether to execute oversteer suppression control based on S,
It is determined whether the understeer suppression control is to be executed, and the slip ratio λOS is selected by the control selection means 69 when the oversteer suppression control is performed, and the slip ratio λUS is selected when the understeer suppression control is performed.

That is, when γG and γS are set to “positive” values in the right turning direction of the vehicle, and when the yaw rate γ is set to “positive” when the yaw rate γ is clockwise, the control is performed. In the selecting means 69, when the vehicle turns right, λOS <
0 (γG-γ <0) a is because the over-steering state when select RamudaOS to perform oversteer suppression control pressure increase the brake pressure of the left front wheel brake B _FL, λOS during left turning of the vehicle> 0 selecting λOS to perform oversteer suppression control pressure increase the brake pressure of the right front wheel brake B _FR since the oversteer state when a (γG-γ> 0). The λUS to perform understeer suppression control pressure increase the brake pressure of the right front wheel brake B _FR because when λUS during right turning of the vehicle <0, and a gamma <0 is in understeer condition
And selects the RamudaUS to perform understeer suppression control pressure increase the brake pressure of the left front wheel brake B _FR since the understeer state when the time of left turn of the vehicle RamudaUS> 0, and gamma> 0. However, since the second slip ratio conversion means 68 is set so that λUS = 0 when | λOS | ≧ 0.01, the execution of the understeer suppression control is limited to when | λOS | <0.01. .

ΛOS and λ
The slip ratio λ selected in either of the US is input to the speed conversion means 70, and based on the slip rate λ, the brake conversion yaw motion control target wheel speed V
_T is calculated.

In FIG. 20, the brake pressurizing means control section 57 includes a vehicle speed calculating means 110, a target wheel speed calculating means 111, a fourth addition point 112, and a brake pressure control amount calculating means 113.

The vehicle speed calculating means 110 calculates each wheel W _FL ,
The vehicle speed V is calculated based on the wheel speeds of W _FR , W _RL , and W _RR . The vehicle speed V obtained by the vehicle speed calculating means 110 is input to the target wheel speed calculating means 111 and the yaw motion is calculated. The first and second revolution angular velocity calculating means 61 and 62 in the control unit 55 are input.

The target wheel speed calculating means 111 includes the vehicle speed V obtained by the vehicle speed calculating means 110 and the yaw motion control unit 55
A yaw motion control target wheel speed V _T, the normal and the target slip ratio is input for performing a traction control, the said target wheel speed calculating means 111, based on the vehicle speed V and the normal target slip ratio traction from The control target wheel speed V _TRC is calculated, and the yaw motion control target wheel speed _VT and the traction control target wheel speed V _TRC are output from the target wheel speed calculating means 111. Thus, V <
While V _TRC , V _T <V.

At the fourth addition point 112, the target wheel speeds V _T and V _TRC from the target wheel speed
And the difference between the left and right front wheel speeds are calculated,
The calculated value of the fourth addition point 112 is input to the brake pressure control amount determination means 113.

To the brake pressure control amount determining means 113, in addition to the signal from the fourth addition point 112, the front wheel acceleration / deceleration obtained by the brake pressure adjusting means control section 57 is also input. The control amount determining means 113 controls the valves 30A, 30 of the brake pressurizing means 14A, 14B according to the calculated value of the fourth addition point 112 and the front wheel acceleration / deceleration.
A control signal for controlling the opening and closing of B, 31A and 31B is output.

Basically, the brake pressure control amount determining means 113 increases the brake pressure when the front wheel speed is higher than the target wheel speeds V _T , V _TRC , so that the front wheel speeds become the target wheel speeds V _T , V _T. When it is smaller than _TRC , it outputs a control signal to reduce the brake pressure.However, when executing traction control for converging the front wheel speed to the traction control target wheel speed V _TRC when the front wheel speed exceeds the vehicle speed V, The decompression speed is determined by a function of the decompression continuous time so that the decompression speed is increased as the decompression continuous time is longer, and the pressure increase speed is increased by increasing the front wheel acceleration so that the front wheel acceleration / deceleration is increased. The pressure increase speed is determined by a function. Further, when the front wheel speed to perform the directional stability control allowed to converge the wheel speed to the yawing motion control target wheel speed V _T in a state of less than the vehicle speed V, for example so as to repeat the retention of decompression and 50m sec 5m sec vacuum rate is defined to be constant, function in pressure increase rate of as (front wheel speed -V _T) is too large pressure increase rate is large (front wheel speed -V _T) is determined. Further, when the traction control is executed after the directional stability control is executed, the decompression speed is determined to be constant by repeating, for example, the depressurization of 127 msec and the holding of 1 msec. The pressure-increasing speed is determined to be constant by repeating.

The brake pressure control means control section 58 includes a vehicle speed calculation means 115, a slip ratio calculation means 116,
Deceleration calculating means 117 and brake pressure control amount determining means 1
18 and a fifth addition point 119.

The vehicle speed calculating means 115 determines _whether each wheel W _FL ,
The vehicle speed V is calculated based on the wheel speeds of W _FR , W _RL , and W _RR . The vehicle speed V obtained by the vehicle speed calculating means 110 is input to the slip rate calculating means 116. The wheel speed detected by each of the wheel speed detecting means 6 _FL , 6 _FR , 6 _RL , 6 _RR is input to the slip ratio calculating means 116 in addition to the vehicle speed V, and based on the vehicle speed V and the wheel speed. The slip ratio for each of the wheels W _FL , W _FR , W _RL , W _RR is calculated by the slip ratio calculating means 116, and the slip rate calculating means 116
The slip ratio obtained in the above is calculated by the brake pressure control amount determining means 11.
8 is input. The wheel acceleration / deceleration calculating means 117 receives the wheel speeds detected by the wheel speed detecting means 6 _FL , 6 _FR , 6 _RL , and 6 _RR , and differentiates each wheel speed to obtain each wheel speed. The wheel acceleration / deceleration for each of W _FL , W _FR , W _RL , and W _RR is calculated by the wheel acceleration / deceleration calculating means 117.
The wheel acceleration / deceleration for each wheel W _FL , W _FR , W _RL , W _RR obtained by the wheel acceleration / deceleration calculating means 117 is input to the brake pressure control amount determining means 118 and the front wheel W
_FL , W _FR wheel acceleration / deceleration is the brake pressurizing means control unit 5
7 is input to the brake pressure control amount determination means 113. Further, the wheel acceleration / deceleration of the rear wheels W _RL , W _RR obtained by the wheel acceleration / deceleration calculating means 117 is also input to the yaw motion controller 55.

At the fifth addition point 119, each wheel speed detected by each wheel speed detecting means 6 _FL , 6 _FR , 6 _RL , 6 _RR and the brake yaw motion control obtained by the yaw motion control unit 55 the difference between the target wheel speed V _T is calculated, the calculation value in the fifth summing point 119 is input to the brake pressure control amount determining unit 118.

The brake pressure control amount determining means 118 sets the target wheel speed V _ABS for executing the antilock brake control based on the slip ratio obtained by the slip ratio calculating means 116 to be lower than the vehicle speed V. Is calculated. When each wheel speed is higher than the target wheel speed V _ABS , the brake pressure is increased, and when each wheel speed is lower than the target wheel speed V _ABS, a control signal for reducing the brake pressure is output so that the target wheel speed is set. Anti-lock brake control to converge on wheel speed V _ABS ,
Boosts the front wheel brake pressure when wheel speed is greater than the target wheel speed V _T, the front wheel speed front wheel brake pressure so as to vacuum the wheel speed V _T when the front wheel speed is smaller than the target wheel speed V _T The control amount for executing the directional stability control to converge is the brake pressure control amount determining means 11.
8, the control amount determined by the brake pressure control amount determining means 118 is obtained from the yaw motion control unit 55.
Brake pressure adjusting means 10A, 10B, 13 corresponding to the wheel selected according to the antilock brake control and the directional stability control based on the channel control switching signal.
A, 13B valves 15A, 15B, 16A, 16B, 2
0A, 20B, 21A and 21B are output from the brake pressure control amount determining means 118 so as to open and close.

In the brake pressure control amount determining means 118, when the pressure is reduced during the execution of the antilock brake control, the pressure reduction speed is determined to be constant by repeating, for example, 127 msec and 1 msec. Also, when the wheel acceleration / deceleration is positive when the anti-lock brake control is executed, that is, when the wheel acceleration / deceleration is greater, that is, when the wheel acceleration / deceleration is greater, the pressure increase speed is increased. Increase the pressure increase speed as the filter value of acceleration / deceleration is larger and increase the pressure increase speed as the continuous pressure increase time is longer, and increase the pressure by the function of wheel acceleration / deceleration and continuous pressure increase time. Speed is brake pressure control amount determination means 1
18.

[0081] In the brake pressure control amount determining unit 118, when performing the directional stability control allowed to converge the wheel speed to the yawing motion control target wheel speed V _T, for example to repeat the pressure reduction and 128m sec retention of 1m sec decompression rate is defined constant at to, (front wheel speed -V _T) as pressure increase rate is set to be large is great pressure increase rate as a function of wheel acceleration and deceleration is determined.

As described above, in the anti-lock brake control and the traction control, the brake pressure control amount determining means 113, 118 determines whether one of the increasing / decreasing speed is obtained by the wheel acceleration / deceleration calculating means 117. The target wheel speed V is determined based on the speed, and one of the increasing / decreasing speed is obtained by the yaw motion controller 55 during the directional stability control.
It will be determined based on _T.

In FIG. 21, engine output control unit 56
Are the low select means 120 and the high select means 12
1, a slip ratio calculating means 122, a sixth adding point 123, a seventh adding point 124, and a PID calculating means 125.

In the row selecting means 120, left and right driving
Wheels, left, right front wheel W_FL, W_FRDetect wheel speed
Wheel speed detection means 6_FL, 6_FROf the detection values of
Wheel speed obtained by the row selection means 120
The degree is input to the slip ratio calculation means 122. Also high
In the selecting means 121, each wheel speed 6_FL, 6_FR,
6 _RL, 6_RROf the detected values is the vehicle speed.
And selected by the high select means 121.
The vehicle speed is input to the slip ratio calculation means 122.

The slip rate calculating means 122 calculates the slip rate based on the vehicle speed obtained by the high selecting means 121 and the wheel speed of the driving wheel obtained by the low selecting means 120, and calculates a sixth addition point. At 123,
The difference between the normal target slip ratio as a reference for executing the traction control and the slip ratio obtained by the slip ratio calculating means 122 is calculated. This sixth addition point 1
The calculated value obtained at 23 is input to a seventh addition point 124, at which the difference between the yaw motion control target slip ratio obtained by the yaw motion control unit 55 and the calculated value is calculated. The PID calculation means 125 calculates
The PID calculation based on the calculation value at the seventh addition point 124 is performed. Thus, the PID calculation means 125 outputs an engine output adjustment signal for adjusting the engine by controlling the operation of the fuel injection valve and the throttle valve, for example.

Next, the operation of this embodiment will be described. In the FF vehicle having the X-pipe type brake structure, the first hydraulic pressure paths 19A and 19B which can individually communicate with the left and right front wheel brakes B _FL and B _FR are provided. , The second hydraulic passages 34A, 34 respectively communicating with the two output ports 2A, 2B of the master cylinder M.
4B, the left and right front wheel brake pressurizing means 14A, 1
4B are provided, and both front wheel brake pressing means 14
A, 14B, the traction control for activating the left and right front wheel brake pressurizing means 14A, 14B corresponding to the front wheel that is likely to cause excessive slip during the non-braking operation, and the turning outer wheel side during oversteer in the turning traveling state Left and right front wheel brake pressurizing means 14A, 1 corresponding to the front wheels
4B, and presses the left and right front wheel brake pressurizing means 14 corresponding to the front wheel on the turning inner wheel side during understeer.
A, and directional stability control for operating 14B are executed.

Therefore, in an FF vehicle having an X-pipe type brake configuration, traction control and effective directional stability control can be performed with a simpler configuration.

The left and right front wheel brake pressurizing means 14A,
14B is both output ports 2A, 2B of the master cylinder M
And with the first hydraulic passages 19A, 19B shut off,
The hydraulic pressure obtained by adjusting the output hydraulic pressure of the second pump 28 is
It is possible to indirectly act on the hydraulic passages 19A and 19B.
It is possible, the first hydraulic paths 19A and 19B and the left and right front
Wheel brake B_FL, B_FRLeft and right front provided between each
The wheel brake pressure adjusting means 13A, 13B
A, 22B output hydraulic pressure to left and right front wheel brake B _FL, B_FR
Or left and right front wheel brakes B_FL, B_FRLiquid
Release pressure to reservoirs 18A and 18B, left and right front
Wheel brake B_FL, B_FRCan regulate the brake fluid pressure of
It is possible to use both output ports 2 of the master cylinder M
A, 2B and right and left rear wheel brakes B_RR, B_RLIn the meantime,
Right while the hydraulic pressure is being output from the master cylinder M,
Left rear wheel brake B_RR, B_RLBrake pressure can be adjusted
Brake fluid pressure adjusting means 10A and 10B are provided.
You.

Therefore, the traction control and the directional stability control by the operation control of the left and right front wheel brake pressurizing means 14A, 14B can be executed during the non-braking operation, and the brake pressure adjusting means 10A, 1 during the braking operation.
By activating the wheel corresponding to the wheel that is about to fall into the locked state of 0B, 13A, 13B, it is possible to execute anti-lock brake control that prevents each wheel from falling into the locked state. Therefore, in an FF vehicle having an X-pipe type brake configuration,
Left and right front wheel brake pressure adjusting means 13A and 13B and left and right front wheel brake pressurizing means 14A and 14B corresponding to both front wheels W _FL and W _FR as drive wheels, and both rear wheels W _RL and W as driven wheels. Left and right rear wheel brake pressure adjusting means 10 corresponding to _RR
A, 10B, traction control, effective directional stability control and antilock brake control can be performed with a simple configuration.

When executing the direction stabilizing control of the vehicle, the yaw motion controller 55 subtracts the yaw rate γ obtained by the yaw-ray detector 8 from the revolution angular velocity γG obtained by the first revolution angular velocity calculator 61. As a result, the side slip angle change speed (γ
G-γ), and its side slip angle change speed (γG-γ)
The yaw motion is controlled based on
In the revolution angular velocity calculating means 61, a value (α / V) obtained by dividing the lateral acceleration α detected by the lateral acceleration detecting means 9 by the vehicle speed V is divided by the dividing means 80 in order to obtain the revolution angular velocity γG. Moreover, the lateral acceleration α input to the dividing means 80 has passed through the high-pass filter 78.
Therefore, the influence of the rolling of the vehicle on the detected lateral acceleration α can be eliminated, and the filter coefficient fc that determines the cutoff frequency of the high-pass filter 78 decreases as the vehicle speed V increases. Is set in accordance with the vehicle speed V, so that the roll speed of the vehicle decreases as the vehicle speed increases,
It is possible to improve the control accuracy by eliminating the influence of the rolling on the detected lateral acceleration α according to the roll speed.

The (α / V) obtained by the dividing means 80 is corrected by the first amplifying means 81 in accordance with the vehicle speed V, or the lateral acceleration α detected by the lateral acceleration detecting means 9 is corrected by the vehicle speed V Is corrected according to the vehicle speed V
And the roll amount increases as the vehicle speed V increases. Therefore, the effect of rolling on the lateral acceleration α in accordance with the roll amount is eliminated. Control accuracy can be improved.

By multiplying the steering angle δ detected by the steering angle detecting means 7 by the vehicle speed V, a value representative of the steering intention of the driver is obtained by the second revolution angular velocity calculating means 62, and the first revolution angular velocity is calculated. In the calculating means 61, (α / V) obtained by the dividing means 80 as a representative of the actual revolution angular velocity is corrected based on the value obtained by the second revolution angular velocity calculating means 62. Therefore, the actual revolving angular speed γG is corrected based on the value representative of the steering intention of the driver, and the vehicle driver's steering intention is changed to the side slip angle change speed (γG-γ) which is a reference for controlling the yaw motion. Is reflected, the yaw motion control of the vehicle is executed so that the driver does not feel uncomfortable.

Further, in the first revolution angular velocity calculating means 61,
The value (α / V) obtained by the dividing means 80 is corrected by the low-speed correcting means 83.
Corrects the (α / V) based on the vehicle speed V such that the side slip angle change speed becomes a small value including “0” when the vehicle speed V is lower than the first set speed V _SH. Things. Therefore, the vehicle speed calculating means 10 for obtaining the vehicle speed V
Because 0 is used to calculate the vehicle speed V based on the detected values of the wheel speed detection means 6 _FL , 6 _FR , 6 _RL , 6 _RR , the calculation accuracy is low at low vehicle speed. When the vehicle speed is low, the control sensitivity is reduced, and the occurrence of excessive control can be prevented.

The side slip angle change speed (γG−γ) obtained at the first addition point 64 is input to the bank correction means 66, which outputs the first addition point 6.
4 is cut by the band-pass filter 88, and the difference between the output of the band-pass filter 88 and the output of the first addition point 64 that has passed through the low-pass filter 89 for removing high-frequency noise is obtained. , At the third addition point 90. Thus, the detected values of the lateral acceleration detecting means 9 and the yaw rate detecting means 8 are affected by the bank angle. Therefore, the first additional value is obtained based on the detected values of the lateral acceleration detecting means 9 and the yaw rate detecting means 8. The side slip angle change speed (γ obtained at the matching point 64
G-γ) includes an offset affected by the bank. In addition, the rate of change of the bank angle is sufficiently slow with respect to the change of the side slip angle change rate (γG-γ) accompanying the yaw motion control, so that the signal passing through the band-pass filter 88 does not include the offset. If the difference between the output of the band-pass filter 88 and the output of the low-pass filter 89 including the low-frequency component is obtained at the third addition point 90, the output of the third addition point 90 is equal to the offset. Accordingly, it is possible to easily determine the bank angle, that is, whether or not the vehicle is traveling in the bank, based on the offset.

Further, based on the output difference obtained at the third addition point 90, the output of the band-pass
Since the correction is made by the amplifying means 92, the side slip angle change speed (γG-γ) is corrected based on the signal corresponding to the bank angle, and it is possible to control the yaw motion corresponding to the bank angle. Become.

The slip ratio λOS for executing the oversteer suppression control by the PID calculation in the first slip ratio conversion means 67 based on the side slip angle change speed (γG-γ) corrected by the bank correction means 66 is obtained. However, in the first slip ratio conversion means 67, the side slip angle change speed (γG-γ) is detected by the revolution angular velocity γG obtained by the first revolution angular velocity calculation means 61 or by the lateral acceleration detection means 9. Fifth amplifying means 9 based on lateral acceleration α
6 _P, the correction at 96 _I, 96 _D is subjected. Thus, the revolution angular velocity γG or the lateral acceleration α is representative of the friction coefficient of the traveling road surface, and the control sensitivity can be changed according to the friction coefficient of the traveling road surface.

Further, in the first slip ratio conversion means 67,
Based on the yaw rate γ detected by the yaw rate detecting means 8, the correction is performed in the sixth amplifying means _{97 P, 97 I, 97 D} . That is, since the side slip angle change speed (γG−γ) is corrected based on the yaw rate γ representing the turning degree of the vehicle, the control sensitivity can be changed according to the turning degree of the vehicle.

Further, the brake pressure control amount determining means 113,
At 118, when the anti-lock brake control and the traction control are executed, one of the increasing and decreasing speeds of the brake pressure is determined based on the wheel acceleration / deceleration, so that an appropriate braking force for the wheel behavior is obtained. The anti-lock brake control and the traction control, which are the controls, are appropriately executed, and the wheel speed to be controlled can quickly converge to the control amount. Also during execution of the directional stability control in the brake pressure control quantity determining means 113 and 118, one of the increasing-pressure reduction rate of the braking pressure based on the target wheel speed V _T which is a reference for holding the directional stability of the vehicle It is determined that the directional stability control for obtaining an appropriate braking force for the behavior of the vehicle is appropriately executed, and the direction of the vehicle can quickly converge in the stable direction.

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 embodiment, when the antilock brake control and the traction control are executed,
One of increasing-pressure reduction rate of the braking pressure on the basis of the deceleration is defined, but one of increasing and depressurizing rate of brake pressure based on the target wheel speed V _T when the directional stability control execution had been established, anti at least one of increasing and depressurizing rate during execution of the lock brake control and traction control based on the wheel acceleration and deceleration is defined, increasing-pressure reduction rate of the braking pressure based on the target wheel speed V _T when the directional stability control execution At least one of them may be determined.

[0101]

As described above, according to the present invention, the vehicle speed is reduced
A second set speed that is less than one set speed and smaller
When the speed is higher than the speed, the speed of changing the sideslip angle is reduced.
As described above, at extremely low speeds equal to or lower than the second set speed , the revolving angular speed is corrected such that the side slip angle change speed becomes “0” , so that the control sensitivity is reduced at low vehicle speed where the calculation accuracy by the vehicle speed calculation means is low. It is possible to prevent excessive control from occurring.

[Brief description of the drawings]

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

FIG. 2 is a diagram showing a configuration of a brake device.

FIG. 3 is a longitudinal sectional view showing a configuration of a control actuator.

FIG. 4 is a block diagram illustrating a configuration of a control unit.

FIG. 5 is a block diagram illustrating a configuration of a yaw motion control unit.

FIG. 6 is a block diagram showing a configuration of first and second revolution angular velocity calculating means.

FIG. 7 is a diagram showing a filter coefficient setting map in a coefficient determining unit.

FIG. 8 is a diagram for explaining a revolution angular velocity around a turning center.

FIG. 9 is a diagram showing a gain setting map in the first amplification means.

FIG. 10 is a diagram showing a gain setting map in a second amplification unit.

FIG. 11 is a diagram for explaining bank determination / correction.

FIG. 12 is a block diagram illustrating a configuration of a bank correction unit.

FIG. 13 is a diagram showing a gain setting map in a fourth amplifying unit.

FIG. 14 is a block diagram illustrating a configuration of a first slip ratio conversion unit.

FIG. 15 is a diagram showing a gain setting map in a fifth amplification unit.

FIG. 16 is a diagram showing a gain setting map in a sixth amplification unit.

FIG. 17 is a block diagram illustrating a configuration of a second slip ratio conversion unit.

FIG. 18 is a diagram for explaining phase correction.

FIG. 19 is a diagram showing a gain setting map in the seventh amplifying means.

FIG. 20 is a block diagram illustrating a configuration of a brake pressurizing unit control unit and a brake pressure adjusting unit control unit.

FIG. 21 is a block diagram illustrating a configuration of an engine output control unit.

[Explanation of symbols]

6 _FL , 6 _FR , 6 _RL , 6 _RR: Wheel speed detecting means 8: Yaw rate detecting means 9: Lateral acceleration detecting means 61: Revolution angular velocity calculating means 64: Side slip angle change speed First addition point as arithmetic means 80 dividing means 83 low-speed correcting means 110 vehicle speed calculating means W _FL , W _FR , W _RL , W _RR wheel

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

Claims (2)

(57) [Claims] [Claim 1] each wheel _{(W FL, W FR, W} RL, W RR) multiple wheel speed detecting means for detecting the wheel speeds of (6 _FL,
6 _FR , 6 _RL , 6 _RR ) and their wheel speed detecting means (6
_FL , _6FR , _6RL , _6RR ), a vehicle speed calculating means (110) for calculating a vehicle speed based on the wheel speed detected, a lateral acceleration detecting means (9) for detecting a lateral acceleration of the vehicle,
Yaw rate detection means for detecting the yaw rate of the vehicle (8)
And a revolving angular velocity calculating means for obtaining a revolving angular velocity around a turning center of the vehicle by dividing the lateral acceleration detected by the lateral acceleration detecting means (9) by the vehicle speed obtained by the vehicle speed calculating means (110). 61) and a side slip angle change speed calculation means (64) for subtracting the yaw rate detected by the yaw rate detection means (8) from the revolution angular speed obtained by the revolution angular speed calculation means (61) to obtain a side slip angle change speed of the vehicle. )
A motion control device for a vehicle that controls yaw motion of the vehicle based on the side slip angle change speed obtained by the side slip angle change speed calculation unit (64), wherein the revolution angular speed calculation unit (61) includes: Dividing means (80) for dividing the lateral acceleration detected by the lateral acceleration detecting means (9) by the vehicle speed calculated by the vehicle speed calculating means (110); and the vehicle speed obtained by the vehicle speed calculating means (110) Is the first setting
Speed (V _SH ) and higher than the first set speed (V _SH )
At low speeds exceeding the small second set speed (V _SL )
In order to reduce the side slip angle changing speed, the second
Setting the speed (V _SL) at the following very low speed as the sideslip angle variation speed is "0", the dividing means (80)
And a low-speed correcting means (83) for correcting the value obtained in (1) based on the vehicle speed obtained by the vehicle speed calculating means (110). (2) The low-speed correcting means (83)
The angular velocity is assigned to γG, the value obtained by the division means (80).
ΓG ′, the yaw rate is γ,
The vehicle speed is V, and the first set speed is V _SH , The second set speed
To V _SL In the case that V _SL <V <V _SH When γG = K · γG ′ + (1-K) · γ K = ｛(V−V _SL ) / (V _SH -V _SL )｝ V ≦ V _SL When γG = γ Is calculated to obtain γG
The motion control device for a vehicle according to claim 1, wherein
Place.