JP3301325B2 - Vehicle state quantity acquisition device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle state quantity acquisition device for acquiring a vehicle state quantity representing the state of motion of a vehicle, and more particularly to a first vehicle state quantity detected by a sensor. The present invention relates to a vehicle state quantity acquisition device that estimates a second vehicle state quantity based on a vehicle state quantity.

[0002]

2. Description of the Related Art Japanese Unexamined Patent Application Publication No. 5-278624 of the present applicant describes a conventional example of a vehicle state quantity acquisition device of the type described above. A sensor that detects each of the lateral acceleration G _y , the vehicle speed V, and the yaw rate γ at the center of gravity of the vehicle, and transmits a signal representing each of the detected _values ; (2) connected to the sensor, to each signal transmitted from the sensor; Estimating means for estimating the vehicle body slip angle β as the second vehicle state quantity based on the second vehicle state quantity. Here, the estimating means calculates the vehicle body slip angular velocity β ′ by subtracting the yaw rate γ from the value obtained by dividing the lateral acceleration G _y by the vehicle speed V, and integrates the vehicle body slip angular velocity β ′ with respect to time to obtain the vehicle body slip angular velocity. Estimate the angle β.

The present applicant has developed the following vehicle control system including a vehicle state quantity acquisition device of the type described above. It is a device that executes the rear wheel steering angle control and the vehicle behavior stability control in a vehicle having left and right front wheels and left and right rear wheels, respectively.Specifically, (1) the steering angle of the left and right rear wheels of the vehicle is A rear wheel steering angle sensor that detects and transmits a rear wheel steering angle signal representing the actual rear wheel steering angle, and (2) a rear wheel steering actuator that is operated to steer the left and right rear wheels,
(3) The actual rear wheel steering angle connected to the rear wheel steering angle sensor and the rear wheel steering actuator and represented by the rear wheel steering angle signal transmitted from the rear wheel steering angle sensor is the target rear wheel steering angle. (4) a brake actuator for actuating brakes on left and right front wheels and / or a rear left and right control wheel, and (5) a rear wheel steering angle. A brake controller that is connected to the sensor and the brake actuator and controls the brake actuator to control a braking force difference between the control left and right wheels, and (a) a rear wheel steering angle signal transmitted from a rear wheel steering angle sensor A vehicle body slip angle related amount estimating means for estimating a vehicle body slip angle related amount which is at least one of a vehicle body slip angle and a vehicle body slip angular speed based on: Based on the lip angle related quantity, the brake controller is configured to include a brake controller and a brake control mode determining means for determining the brake control mode for controlling the brake actuator. That is, in the developed vehicle control system, the rear wheel steering angle is the first vehicle state quantity that can be directly detected by the sensor, and the vehicle body slip angle and the vehicle body slip angular velocity are difficult to detect directly by the sensor. This is the second vehicle state quantity.

[0004]

In the vehicle state quantity acquisition device described above, an abnormality may occur in the signal transmitted from the sensor to the estimating means and representing the first vehicle state quantity. The signal abnormality is caused, for example, by the occurrence of an abnormality in the sensor that is the source of the signal, and when the signal from the sensor is transmitted to the estimating means via another device, the abnormality is detected in the sensor. Even if the error does not occur, the error occurs due to an abnormality occurring in the other device. The signal abnormality also occurs when an abnormality occurs in the signal when the signal is transmitted from the sensor to the estimating unit directly or via another device. However, in these vehicle state quantity acquisition devices, the second vehicle state quantity is estimated based on the transmitted signal regardless of whether there is a signal abnormality. Therefore, when a signal abnormality occurs, there is a problem that the estimation accuracy of the second vehicle state quantity is greatly reduced.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle state quantity acquisition device which suppresses a decrease in estimation accuracy of a second vehicle state quantity caused by an abnormal signal representing a first vehicle state quantity.

[0006]

Means for Solving the Problems, Functions and Effects of the Invention
According to the first aspect of the present invention, the vehicle motion
An apparatus for acquiring a vehicle state quantity representing a state, wherein (a) a vehicle
Rudder angle which is at least one of both front wheel steering angle and rear wheel steering angle
Is detected as a first vehicle state quantity, and a steering angle signal representing the steering angle is detected.
Angle sensor that transmits the signal and (b) connected to the steering angle sensor
Displayed by the steering angle signal transmitted from the steering angle sensor.
The vehicle body slip angle and vehicle body slip
Vehicle body slip angle function that is at least one of
A vehicle body slip angle function for estimating a connected quantity as a second vehicle state quantity
A continuous amount estimating means for detecting a vehicle body slip angle from a steering angle sensor.
There is no abnormality in the steering angle signal transmitted to the related amount estimating means.
During the period, the steering angle signal transmitted during the normal period
And the yaw angle of the vehicle during its normal period.
Vehicle's steering angle and yaw rate based on
Utilizing the relationship between vehicle speed and vehicle body slip angle related quantity
The body slip angle related amount is estimated, and the body slip is detected from the steering angle sensor.
The steering angle signal transmitted to the tip angle related amount estimation means is abnormal.
During the abnormal period, the steering angle sensor
Uses the steering angle signal sent to the slip angle related amount estimation means
The vehicle acceleration during the abnormal period,
Based on speed and yaw rate, the lateral acceleration and speed of the vehicle
Utilizes the relationship between yaw rate and body slip angle related quantity
Slip angle function to estimate the body slip angle related quantity
There is provided a vehicle state quantity acquisition device including a joint amount estimation means.

In the vehicle state quantity acquiring device according to the first aspect of the present invention, during the abnormal period in which the steering angle signal transmitted from the steering angle sensor to the vehicle body slip angle related amount estimating means is abnormal, The body slip angle related amount estimating means estimates the body slip angle related amount as the second vehicle state amount without using the steering angle signal transmitted from the steering angle sensor during the abnormal period.

[0008] Thus, according to the invention of claim 1, the second estimation accuracy lowering of the vehicle body slip angle-related quantity as a vehicle state amount due to an abnormal signal representing the steering angle of the first vehicle state quantity is suppressed Thus, the effect of improving the reliability of the vehicle state quantity acquisition device is obtained.

[0009] Furthermore, according to the invention of claim 1, in the abnormal period, instead of using the steering angle as a fixed value, corresponding to the actual change in vehicle motion a separate vehicle state quantity to the steering angle Since the vehicle body slip angle related amount is estimated based on the vehicle state amount using a variable value that changes, the steering angle is used as a fixed value and the vehicle body slip angle related amount is estimated. Thus, an effect is obtained that the actual change in the vehicle motion during the abnormal period can be more accurately reflected on the estimated value of the vehicle body slip angle related amount.

[0010] In one embodiment preferred of the invention as claimed in claim 1, wherein the vehicle body slip angle-related quantity estimating means, during normal periods, based on the yaw rate and the vehicle speed of the steering angle and the vehicle of the vehicle during its normal period, Using the relationship between the steering angle and yaw rate of the vehicle, the vehicle speed, and the vehicle body slip angle related amount, the vehicle body slip angle related amount is estimated by an observer that does not involve differentiation or integration for each vehicle state amount,
During the abnormal period, based on the lateral acceleration, vehicle speed, and yaw rate of the vehicle during the abnormal period, the relationship between the vehicle lateral acceleration, the vehicle speed, the yaw rate, and the vehicle body slip angle-related amount is used to calculate the vehicle body slip angle-related amount. presume. here,
An observer is one of the modern control theories, and in a certain deterministic linear dynamic system driven by detectable input / output information, a variable that can detect a part of the state variable for which information is not directly obtained. (The output of the system) is a theory that estimates all state variables by estimating them.

[0011] In the first aspect , "from the steering angle sensor
The case where the steering angle signal transmitted to the vehicle body slip angle related amount estimating means is abnormal "means that if the steering angle sensor is directly connected to the vehicle body slip angle related amount estimating means, the abnormality is detected in the steering angle sensor. and some cases, the vehicle body slip angle function from the steering angle sensor
When the steering angle signal is transmitted to the reaming amount estimating means, this includes the case where an abnormality occurs in the steering angle signal .
When the lip angle related amount estimating means is indirectly connected to the steering angle sensor via another device, this also includes a case where the other device has an abnormality.

According to the second aspect of the present invention, there is provided a system for controlling a vehicle having left and right front wheels and left and right rear wheels, wherein (1)
A rear wheel steering angle sensor that detects the steering angles of the left and right rear wheels and transmits a rear wheel steering angle signal representing the actual rear wheel steering angle, and (2) a rear wheel steering actuator that is operated to steer the left and right rear wheels (3) The actual rear wheel steering angle, which is connected to the rear wheel steering angle sensor and the rear wheel steering actuator and is represented by the rear wheel steering angle signal transmitted from the rear wheel steering angle sensor, is the target rear wheel steering angle. A rear wheel steering angle controller that controls a rear wheel steering actuator so as to achieve; (4) a brake actuator that operates brakes on at least one of the left and right front wheels and the left and right rear wheels; and (5) a rear wheel. A brake controller connected to the steering angle sensor and the brake actuator and controlling the brake actuator to control a braking force difference between the control left and right wheels, and (a) a rear wheel steering transmitted from the rear wheel steering angle sensor; Based on the corner signal A vehicle body slip angle related amount estimating means for estimating a vehicle body slip angle related amount which is at least one of a vehicle body slip angle and a vehicle body slip angular velocity, wherein a rear wheel steering transmitted from a rear wheel steering angle sensor to a brake controller is provided. During the normal period when there is no abnormality in the angle signal, the vehicle body slip angle related amount is estimated using the rear wheel steering angle signal transmitted from the rear wheel steering angle sensor during the normal period,
During an abnormal period in which the rear wheel steering angle signal transmitted from the rear wheel steering angle sensor to the brake controller is abnormal, the vehicle body is not used without using the rear wheel steering angle signal transmitted from the rear wheel steering angle sensor during the abnormal period. (B) estimating the slip angle related amount;
A brake controller having brake control mode determining means for determining a brake control mode for controlling the brake actuator by the brake controller based on the estimated vehicle body slip angle related amount.

In the vehicle control system according to the second aspect of the present invention, during an abnormal period in which there is an abnormality in the rear wheel steering angle signal transmitted from the rear wheel steering angle sensor, the vehicle body slip angle related amount estimating means uses the same. The vehicle body slip angle related amount is estimated without using the rear wheel steering angle signal transmitted from the rear wheel steering angle sensor during the abnormal period, and the brake control mode determining means
The brake control mode is determined based on the estimated vehicle body slip angle related amount.

[0014] Thus, according to the invention of claim 2, the estimation accuracy lowering of the vehicle body slip angle-related quantity due to abnormal signal representing the actual rear wheel steering angle is suppressed, as a result, control
The effect that the reliability of the braking force difference control between the left and right wheels is improved is obtained.

[0015] Here, "brake controller", and if it is directly connected to the rear wheel steering angle sensor, it may be connected indirectly via a rear wheel steering angle controller. In the latter case, the rear wheel steering angle controller transmits the rear wheel steering angle signal transmitted from the rear wheel steering angle sensor to the brake controller as it is, or as a signal corresponding to the rear wheel steering angle signal, A signal representing the target rear wheel steering angle calculated by the angle controller may be transmitted to the brake controller. In the rear wheel steering angle controller, since the brake actuator is controlled so that the actual rear wheel steering angle becomes the target rear wheel steering angle, the actual rear wheel steering angle and the target rear wheel steering angle should originally match each other. Because it is.

Further , "body slip angle related amount estimating means"
During the abnormal period, a form in which the body slip angle-related amount is estimated using the rear wheel steering angle signal transmitted from the rear wheel steering angle sensor to the brake controller last during the normal period preceding the abnormal period. can do. Further, the "vehicle body slip angle related amount estimating means" may be configured to estimate the vehicle body slip angle related amount in the same manner as in the first aspect of the present invention. Further, the “body slip angle related amount estimating means” assumes that the left and right rear wheels are in the neutral position during the abnormal period, and estimates the body slip angle related amount assuming that the actual rear wheel steering angle is 0. You can also.

According to the invention of claim 3, according to the vehicle of claim 2,
A control system, wherein the rear wheel steering angle controller
Do you use your own, rear wheel steering angle sensor and rear wheel steering angle actuator?
If any abnormality occurs, the actual rear wheel steering angle will be
The steering angle of the rear wheel
Control the eta and immediately after recovering from the abnormality.
The actual rear wheel steering angle changes smoothly and touches the target rear wheel steering angle.
The one that controls the rear wheel steering angle actuator so that it approaches
Provided.

According to the present invention, the following vehicle control system is also provided. That is, a vehicle has a plurality of vehicle control devices that are provided in the vehicle, acquire a vehicle state quantity representing the state of the vehicle motion, and control the motion of the vehicle based on the obtained value. A dependent vehicle control device that determines a control amount of motion using a vehicle state quantity acquired by another vehicle control device as one of the parameters and controls the motion of the vehicle based on the determined control amount. In the vehicle control system including the vehicle control system, the dependent vehicle control device determines the control amount using the obtained value when the vehicle state amount acquired by the other vehicle control device is accurate, and If accurate,
There is also provided a vehicle control system including control amount determining means for determining a control amount without using the obtained value.

[0019]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Some embodiments of the present invention will be described below in detail with reference to the drawings. An embodiment of the present invention is to detect by the sensor as a first vehicle state quantity and a front wheel steering angle [delta] _f and the rear wheel steering angle [delta] _r of the vehicle and yaw rate γ and the vehicle speed V, respectively, on the basis of their detected values vehicle A vehicle state quantity acquisition device for estimating the vehicle body slip angle β and the vehicle body slip angular velocity β ′ as a second vehicle state quantity, comprising a rear wheel steering angle control device and a vehicle behavior stability control device. Vehicle control system.

This vehicle control system is mounted on a rear-wheel drive four-wheel vehicle shown in FIG. In this vehicle,
Steering wheel 1 rotated by driver
0 is linked to the left and right front wheels 14 which are non-driving wheels via a front wheel steering mechanism 12 with a power assist function,
Steering angle of the steering wheel 10 steering angle [delta] _f of the left and right front wheels 14 are drive wheels in accordance with the (rotation operation angle) theta is caused to mechanically change. The left and right rear wheels 22 are caused to cooperate rear wheel steering actuator 24 via the rear wheel steering mechanism 26, steering angle [delta] _r of the left and right rear wheels 22 are electrically varied.

The rear wheel steering angle control device includes a rear wheel steering angle controller 30 as shown in FIG. The rear wheel steering angle controller 30 includes a CPU 32, a ROM 34, and a RAM 36.
Is mainly composed of a computer 38 including
A steering angle sensor 40, a vehicle speed sensor 42, a yaw rate sensor 44, and a rear wheel steering angle sensor 46 are connected to the input side of the rear wheel steering angle controller 30. The steering angle sensor 40 detects the steering angle θ of the steering wheel 10 by the driver as positive for turning right in the vehicle and negative for turning left. The vehicle speed sensor 42 detects a vehicle speed V that is the traveling speed of the vehicle. The yaw rate sensor 44 detects the yaw rate γ of the vehicle as positive for turning right and negative for turning left. The rear wheel steering angle sensor 46 detects the vehicle turning right rear wheel steering angle [delta] _r positive, a negative left-handed. On the other hand, the rear wheel steering actuator 24 is connected to the output side of the rear wheel steering angle controller 30.

In the present embodiment, the rear wheel steering actuator 24 has a motor as a drive source, and the rear wheel steering angle sensor 46 detects the rotation angle of the motor in a non-contact manner (for example, by a Hall element). The rotational angle sensor (relative position sensor) to be detected and the axial position of the steering bar displaced in the left-right direction of the vehicle according to the turning angle of the rear wheel 22 in the rear wheel steering mechanism 26 are contacted (for example, with a potentiometer).
And an axial position sensor (absolute position sensor) for detection. A rotation angle sensor is used when performing feedback control of the motor of the rear wheel steering actuator 24, and the origin of the rotation angle sensor is adjusted in order to correct the step-out of the rotation angle sensor. is the axial position sensor being used to detect the wheel steering angle [delta] _r. However, the rear wheel steering angle sensor 46, as only one of those rotation angle sensor and the axial position sensor, to perform both the detection of the rear wheel steering actuator 24 of the feedback control and the actual rear wheel steering angle [delta] _r Can be. Further, the rear wheel steering actuator 24 may have a hydraulic pressure source as a drive source.

The ROM 34 stores in advance an abnormality determination routine represented by a flowchart in FIG.
The rear wheel steering angle control device is designed to stop the operation if any of the sensors 40 to 46, the rear wheel steering actuator 24, and the rear wheel steering angle controller 30 are abnormal. It is provided to determine whether any of the sensors 40 to 46, the rear wheel steering actuator 24, and the rear wheel steering angle controller 30 are abnormal. This routine is repeatedly executed. In each execution, first, in step S1 (hereinafter simply referred to as "S1"; the same applies to other steps), it is determined whether or not the sensors 40 to 46 necessary for the rear wheel steering angle control are abnormal. Is determined. For example, the abnormality determination of the rear wheel steering angle sensor 46 is performed as follows. Regarding the rotation angle sensor, whether or not the level of each of the three-phase (U, V, W) signals output from the rotation angle sensor does not abnormally change for a long time even though the motor is rotating. Is determined by determining whether the excitation pattern represented by each level of the three-phase signal changes between the previous signal and the current signal or not. Is performed. On the other hand, regarding the axial position sensor, when the rotation angle sensor is normal, the amount of change in the rotation angle detected by the rotation angle sensor per fixed time and the axial position detected by the axial position sensor are determined. Is determined by determining whether or not the correspondence relationship with the change amount per unit time is abnormal.

In this case, if it is assumed that any of the sensors 40 to 46 is abnormal, the determination in S1 is YES, and
In this case, the ON flag indicates that there is an abnormality in the rear wheel steering angle control device, and the OFF flag indicates that the abnormality flag indicates that there is no abnormality.
To be. The abnormality flag is turned off when the power of the vehicle is turned on. Furthermore, in this step,
An abnormality signal indicating that there is an abnormality in the rear wheel steering angle control device is transmitted to the vehicle behavior stability control device. This completes one execution of this routine.

On the other hand, this time,
Assuming that there is no abnormality in 46, the determination in S1 is NO, and in S3, it is determined whether or not the rear wheel steering actuator 24 has abnormality. Assuming that there is an abnormality this time, the determination is YES, and in S2, the abnormality flag is turned ON and an abnormality signal is transmitted.
Assuming that there is no abnormality this time, the determination is NO, and S
Proceed to 4. In S4, it is determined whether or not the rear wheel steering angle controller 30 has an abnormality. If it is assumed that there is an abnormality this time, the determination is YES, and in S2,
The abnormality flag is turned on and an abnormality signal is transmitted. However, if it is assumed that there is no abnormality this time, the determination is NO, and a signal for turning off the abnormality flag is output in S5. Of course, in this step, the abnormal signal is not transmitted to the vehicle behavior stability control device. This completes one execution of this routine.

The ROM 34 further includes a flowchart shown in FIG.
The rear wheel steering angle control routine represented by the
Have been. In this routine, the abnormality flag is OFF.
This is executed when there is no abnormality in the rear wheel steering angle control device.
Thereby, the rear wheel steering angle control is executed. Note that the rear wheel steering angle
When an abnormality occurs in the control device, the control device determines the actual rear wheel steering angle δ. _r
Is designed to hold the
ing. This rear wheel steering angle control is performed by δ_r ^*= K₁ ・ Δ_f+ K_Two ・ Target rear wheel steering angle δ_r ^*And it is
Controls the rear wheel steering actuator 24 to appear
Front wheel steering angle proportional type and yaw rate feedback type
You. In this equation, the front wheel steering angle δ_fIs based on the steering angle θ
Is determined. Also, K₁ Is absolutely the higher the vehicle speed V
Always a negative control gain, K_Two Is the vehicle speed V
The absolute value increases as the value increases.
You.

That is, in the rear wheel steering angle control device, the vehicle
Crossing the road due to wind or when the vehicle has a different coefficient of friction
If disturbance is input to the vehicle, such as when
Without waiting for corrective steering by the driver, based on the actual yaw rate γ
Automatically rear wheel steering angle δ _rDesigned to control
In this sense, the rear steering angle control device
Is called an active type.

The rear wheel steering angle control routine of FIG. 4 is as follows.
Is executed. First, in S11, the sensors 40 to 4
6 and then, in S12,
From the front wheel steering angle δ_f, Vehicle speed V, yaw rate γ
And actual rear wheel steering angle δ_rAre respectively calculated. Next, S
In step 13, a target is calculated based on the calculated value and the above expression.
Rear wheel steering angle δ_r ^*Is calculated. Specifically, based on the vehicle speed V
Gain K₁ And K_Two And front wheel steering angle δ_fAnd yaw rate
γ and γ are respectively substituted into the above equations, so that
Wheel steering angle δ_r ^*Is calculated.

Subsequently, in S14, it is determined whether or not this time is immediately after the abnormality flag has shifted from the ON state to the OFF state, that is, whether or not the rear wheel steering angle control device has just returned from the abnormality. Is determined. This time, assuming that it is not immediately after returning from the abnormality, the determination is NO,
In S15, the driving signal for realizing the target rear-wheel steering angle [delta] _r ^* computed in S13 is output to the rear wheel steering actuator 24. This completes one execution of this routine.

[0030] In contrast, assuming this has just rear wheel steering angle control device is restored from the abnormality, the determination is YES in S14, the S16 to S21, the original target rear-wheel steering angle [delta] _r ^* different auxiliary target rear wheel steering angle [delta] _r ^* is calculated from the actual rear wheel steering angle [delta] _r is changed gradually so as to approach the original target rear wheel steering angle [delta] _r ^*. The difference between the original target rear wheel steering angle [delta] _r ^* and the actual rear wheel steering angle [delta] _r immediately after recovery from the abnormality is a reference deviation .DELTA..delta _r0, the actual rear wheel steering angle [delta] _r immediately after recovery from the abnormality of the reference is a steering angle [delta] _r0, calculated as the sum of the auxiliary target rear wheel steering angle [delta] _r ^* is the reference steering angle [delta] _r0, the control deviation .DELTA..delta _r that changes at a predetermined pitch toward the zero reference deviation .DELTA..delta _r0 It is done.

Specifically, first, in S16, S1
3, a reference deviation Δδ _r0 is calculated by subtracting the actual rear wheel steering angle δ _r from the target rear wheel steering angle δ _r ^* (original target rear wheel steering angle δ _r ^* ).
Is stored. Next, in S17, the actual rear wheel steering angle [delta] _r
Is stored in the RAM 36 as the reference steering angle δ _r0 . Thereafter, in S18, while be varied at a constant pitch from the control deviation .DELTA..delta _r is 0 toward the reference deviation .DELTA..delta _r0,
S19 and S20 is the current value of the control deviation .DELTA..delta _r is the determination step S21 coincides with the reference deviation .DELTA..delta _r0 is repeated until is YES. In S19, it is calculated as the sum of the auxiliary target rear wheel steering angle [delta] _r ^* is the reference steering angle [delta] _r0 and control deviation .DELTA..delta _r, in S20, the auxiliary target rear wheel steering angle [delta] _r ^* A drive signal for realizing this is output to the rear wheel steering actuator 24. If this routine is executed again after the execution of S16 to S21 is completed,
This time is not immediately after the return from the abnormality, so the determination in S14 is NO, and in S15, the original target rear wheel steering angle δ _r
^The rear wheel steering actuator 24 is controlled so that ^* is realized.

The vehicle behavior stability control device controls the yaw moment of the vehicle so that when the vehicle tends to drift out or spin when the vehicle turns, the drift out or spin does not actually occur. Stabilize behavior. Specifically, the vehicle behavior stability control device is suitable for canceling an unscheduled yaw moment occurring in the vehicle by operating the brakes independently for the left and right wheels when the vehicle is not braking to generate a braking force left / right difference. A stable yaw moment is generated in the vehicle to stabilize the behavior of the vehicle. This vehicle behavior stability control device generates a braking force left / right difference by a manual-electrically controlled dual system brake system shown in FIG. Hereinafter, the configuration of the brake system will be described in detail. However, since the brake system is also used by an antilock control device and a traction control device (not shown), elements necessary for the antilock control and the traction control are added. It will be explained together. Here, anti-lock control refers to controlling the brake pressure of the wheels so that the wheels do not lock during vehicle braking.
Traction control refers to controlling the brake pressure of the drive wheels so that the drive wheels do not spin when the vehicle is driven.

This brake system has a master cylinder 60. The master cylinder 60 is a tandem type having two independent pressurizing chambers in series, and the depression force of a brake pedal 62 as a brake operating member is boosted by a hydraulic booster 64 and input, and the master cylinder 60 is accordingly driven. High hydraulic pressure is generated in each of the pressurized chambers.
One of the pressurizing chambers is connected to a brake cylinder 68 of the left and right front wheels 14 by a main passage 66. Main passage 6
Reference numeral 6 denotes a bifurcated branch after extending from the pressurizing chamber,
It is composed of a main part of a book and two branch parts.
Each of the two branch portions is provided with a master cylinder cut valve 70 that is an electromagnetic directional switching valve. The master cylinder cut valve 70 is always connected to each brake cylinder 68
Is connected to the master cylinder 60, and is disconnected from the master cylinder 60 during the vehicle behavior stability control and the anti-lock control, and the pressure increasing valve 72 and the pressure reducing valve 74, which are electromagnetic on-off valves as electromagnetic hydraulic pressure control valves, respectively. And each connected. The pressure increasing valve 72 is an electric control hydraulic pressure source selection valve 7 which is an electromagnetic directional switching valve.
6 is connected. The electric control hydraulic pressure source selection valve 76 always connects the pressure-intensifying valve 72 to the reservoir 80 via the hydraulic pressure booster 64, but disconnects from the reservoir 80 during vehicle behavior stability control to disconnect the electric control hydraulic pressure source 82. Connect to Therefore, during the vehicle behavior stability control, the electric control hydraulic pressure source 8
2, the brake cylinders 68 of the left and right front wheels 14 are operated. On the other hand, the pressure reducing valve 74 is connected to the reservoir 80.

The other pressurizing chamber of the master cylinder 60 is connected to the brake cylinders 68 of the left and right rear wheels 22 by main passages 86, respectively. The main passage 86 is also the main passage 66
Similarly to the above, it is branched into two branches after extending from the pressurizing chamber, and is composed of one main portion and two branch portions. A proportioning valve (abbreviated as “P / V” in the figure) 90 is provided in one main part. As is well known, the proportioning valve 90 transmits the hydraulic pressure of the master cylinder 60 to the brake cylinders 68 of the left and right rear wheels 22 as it is in a region where the hydraulic pressure of the master cylinder 60 is equal to or lower than the break point. In a region exceeding the range, the hydraulic pressure of the master cylinder 60 is reduced at a fixed ratio and transmitted to the brake cylinders 68 of the left and right rear wheels 22. Proportioning valve 9 in one main part
A master cylinder cut valve 92 which is an electromagnetic directional switching valve is provided at a portion opposite to the master cylinder 60 with respect to the master cylinder 60.
Is provided. The master cylinder cut valve 92 always connects the brake cylinder 68 to the master cylinder 60, but is electrically disconnected from the master cylinder 60 during the vehicle behavior stability control and the traction control. Connected to hydraulic pressure source selection valve 94. The electric control hydraulic pressure source selection valve 94 always connects the master cylinder cut valve 92 to the reservoir 80 via the hydraulic pressure booster 64. However, the electric control hydraulic pressure source selection valve 94 is connected to the reservoir 80 during vehicle behavior stability control and traction control. From the electric control hydraulic pressure source 82
Connect to Therefore, the brake cylinders 68 of the left and right rear wheels 22 are operated by the electric control hydraulic pressure source 82 during the vehicle behavior stability control. Each of the two branch portions is provided with a pressure increasing valve 72 which is an electromagnetic on-off valve as an electromagnetic hydraulic pressure control valve. In addition, each brake cylinder 68
Is connected to the reservoir 80 via a pressure reducing valve 74 which is an electromagnetic switching valve as an electromagnetic hydraulic pressure control valve. The electric control hydraulic pressure source 82 includes an accumulator 96 for storing the hydraulic fluid under pressure, a pump 98 for pumping the hydraulic fluid from the reservoir 80 and pushing the hydraulic fluid into the accumulator 96. The operating state of the pump 98 is controlled by a computer (not shown), and the working fluid is always stored in the accumulator 96 within a constant hydraulic pressure range.

The vehicle behavior stability control device includes a brake controller 110 as shown in FIG. The brake controller 110 includes a CPU 112, a ROM
A computer 118 including a RAM 114 and a RAM 116 is mainly configured.

On the input side of the brake controller 110, the steering angle sensor 40, the vehicle speed sensor 42, the yaw rate sensor 44, the pressure sensor 122, and the brake switch 124 are connected, respectively. The pressure sensor 122 detects the hydraulic pressure of each brake cylinder 68. The brake switch 124 detects whether the brake pedal 62 is depressed. On the other hand, on the output side of the brake controller 110, the master cylinder cut valve 7 is provided.
0, 92 and the electric control hydraulic pressure source selection valves 76, 94, and the pressure increasing valve 72 and the pressure reducing valve 74 as the brake actuator 130 are respectively connected.

The brake controller 110 controls the brake actuator 130 based on the vehicle body slip angle β and the vehicle body slip angular velocity β ′, thereby controlling the braking force difference between the left and right wheels. It is difficult to directly detect the slip angular velocity β ′ by a sensor. Therefore, the brake controller 11
0 is a vehicle state quantity that can be easily detected directly by the sensors, that is, the steering angle θ detected by the steering angle sensor 40, the vehicle speed V detected by the vehicle speed sensor 42, and the yaw rate sensor 44 detects Yaw rate γ,
The rear wheel steering angle sensor 46 vehicle body slip angle β and the vehicle slip angular velocity β on the basis of the actual rear wheel steering angle [delta] _r detected by the '
Are estimated respectively. The sign of the vehicle body slip angle β is positive for right turning of the vehicle and negative for left turning. For steering angle θ and the vehicle speed V and the yaw rate γ is, while the signal representative of each of which is sent directly to the brake controller 110 from the sensors 40-44, for the actual rear wheel steering angle [delta] _r, indicative thereof A rear wheel steering angle signal is transmitted from the rear wheel steering angle sensor 46 via the rear wheel steering angle controller 30. Therefore, on the input side of the brake controller 110, FIG.
, The rear wheel steering angle controller 30 is also connected. That is, if the relationship among the brake controller 110, the rear wheel steering angle controller 30, the rear wheel steering actuator 24, and the rear wheel steering angle sensor 24 is extracted and shown, the relationship shown in FIG. 7 is obtained.

ROM 11 of brake controller 110
4 stores in advance a brake control routine represented by a flowchart in FIG. In this routine, first, in S101, signals are respectively taken from the steering angle sensor 40, the vehicle speed sensor 42, and the yaw rate sensor 44. Next, in S102, based on the signals, the front wheel steering angle δ _f , the vehicle speed V, and the yaw rate are read. γ
Are respectively calculated. Subsequently, in S103, a sensor abnormality determination process is performed. It is determined whether or not the sensors 40 to 44 have an abnormality. Further, as for the sensors 40 to 44 determined to be abnormal, the sensors 40 to 44
The vehicle state quantity to be detected by the
Are the values detected last during the determination that there is no abnormality in. Thereafter, in S104, a rear wheel steering angle signal is received from the rear wheel steering angle controller 30. In the present embodiment, the rear wheel steering angle controller 30, the brake controller a signal representative of the actual rear wheel steering angle [delta] _r detected by the axial position sensor of the rear wheel steering angle sensor 46 as a rear wheel steering angle signal It is designed to transmit to 110.
However, it is also be designed to transmit a signal representative thereof to detect the actual rear wheel steering angle [delta] _r by the rotation angle sensor as the rear wheel steering angle signal. It is also possible to transmit a signal representative of the target rear wheel steering angle [delta] _r ^* instead of actual rear wheel steering angle [delta] _r as the rear wheel steering angle signal. Unless there is no abnormality in the rear wheel steering angle control device, since sufficiently match the actual rear wheel steering angle [delta] _r and the target rear-wheel steering angle [delta] _r ^*.

Subsequently, in S105, it is determined whether or not an abnormal signal has been received from the rear wheel steering angle controller 30. If it is assumed that no abnormal signal has been received this time, the determination is NO, and in S106, it is determined whether or not the transmission of the rear wheel steering angle signal is abnormal. If there is an abnormality in the rear wheel steering angle control device that has transmitted the rear wheel steering angle signal, the brake controller 110 cannot, of course, accurately estimate the vehicle body slip angle β and the vehicle body slip angular velocity β ′. However, even if there is no abnormality in the rear wheel steering angle control device, even if an abnormality occurs in the transmission of the rear wheel steering angle signal between the rear wheel steering angle controller 30 and the brake controller 110, the vehicle body slips. This is because the angle β and the vehicle body slip angular velocity β ′ cannot be accurately estimated. This abnormality determination can be performed, for example, by performing a so-called mirror check on the rear wheel steering angle signal transmitted as serial data.

In this case, if it is assumed that there is no abnormality in transmission, S1
06 also determines NO, the S107, based on the front wheel steering angle [delta] _f and vehicle speed V and yaw rate γ and the actual rear wheel steering angle [delta] _r, and vehicle body slip angle beta and the vehicle body slip angular velocity beta 'are respectively calculated. Assuming a two-degree-of-freedom model for the vehicle, in that model, the front wheel steering angle δ _f and the vehicle speed V
Between the yaw rate gamma and the yaw angular acceleration gamma 'and the actual rear wheel steering angle [delta] _r and vehicle body slip angle beta and the vehicle body slip angular velocity beta',
The relationship represented by the following two equations is established.

[0041]

(Equation 1)

[0042]

(Equation 2)

Where C _f : front equivalent cornering power C _r : rear equivalent cornering power m: mass of vehicle L _f : distance between front axle and center of gravity L _r : distance between rear axle and center of gravity I: yaw moment of inertia of vehicle In S107, the vehicle body slip angle β and the vehicle body slip angular velocity β ′ are calculated based on these two equations. In the present embodiment, the vehicle body slip angle β and the vehicle body slip angular velocity β ′ are estimated by an observer that does not involve a differentiation operation or an integration operation. Specifically, with respect to the plane motion of the vehicle, the vehicle body slip angle β and the yaw rate γ and the state variables are X, front wheel steering angle [delta] _f and the rear wheel steering angle [delta] _r and enter the variables U, outputs a yaw rate γ variable Y Observable linear time-invariant system
An observer is assumed for the linear time-invariant system, and the vehicle body slip angle β and the vehicle body slip angular velocity β ′ are estimated by the observer.
Here, the linear time-invariant system is described as follows.

[0044]

(Equation 3)

However, the vehicle body slip angle β and the vehicle body slip angular velocity β ′ can be estimated by a state estimation method that sequentially differentiates the output based on the same state equation.

Thereafter, in S108, the estimated vehicle
Based on body slip angle β and body slip angular velocity β '
The degree of stability of the vehicle behavior is determined.
It is determined whether brake control is necessary, and brake control
If it is necessary, in S110, the brake system
Control mode is selected. In the present embodiment, the vehicle lift
In order to determine the stability of the motion, as shown in FIG.
Is the body slip angle β and the vertical axis is the body slip angular velocity β '
Coordinate planes taken are assumed. This coordinate plane
Is expressed by the formula β / a + β ′ / b = 1 + s (where a, b, and s are all positive constants).
(The upper straight line in the figure) and the straight line (lower straight line in the figure) expressed by the equation −β / a−β ′ / b = 1 + s.
Is divided into three major areas,
The upper large area and the lower large area of the large area of
Furthermore, it is divided into three small areas A, B and C.
You. The small areas A, B and C are the upper large area and the lower large area.
For each of the areas, center in the order of A, B and C
Away from the large area. And that
The current calculated value of the vehicle body slip angle β and the vehicle body on the coordinate plane
Defined by the current calculated value of the slip angular velocity β '
The point (hereinafter referred to as “vehicle behavior stability display point”) is at the center.
If the vehicle is within a large area, the vehicle behavior is stable.
It is determined that rake control is not necessary,
Both behavior stability display points are upper large area or lower large area
If the vehicle is within the
It is determined that control is required. In addition, brake control
If it is determined that it is necessary, the vehicle behavior stability display
If the point is within the small area A, the braking force difference between the left and right wheels is
Control mode of the brake pressure so that it increases slowly
Mode is selected as the mode and the
If the difference in braking force between the left and right wheels increases at a standard speed
The standard pressure boost mode as the brake pressure control mode.
Is selected and within the small area C,
Set the brake pressure so that the braking force difference increases faster than normal.
Is selected as the control mode. But
In S108, the current calculation of the vehicle body slip angle β
Value and the current calculated value of the vehicle body slip angular velocity β ′,
In which area the vehicle behavior stability display point exists
The stability of the vehicle behavior is determined.
It is. Thereafter, in S109, the vehicle behavior stability is displayed.
It is determined whether the point is in the upper large area or the lower large area.
Whether the brake control is necessary
Is determined. This time, the vehicle behavior stability display point is
Assume that no brake control is needed
If no, the determination is NO and S110-S112 are skipped.
And one execution of this routine ends. Against this
This time, the vehicle behavior stability display point
Assuming that braking control is necessary because
If the determination in S109 is YES,
Of the vehicle behavior stability display point
Key control mode is selected. Slow boost mode and standard boost mode
Appropriate mode is selected from mode and boost mode
It is. Then, in S111, the left and right front wheels 14 and
And the selected brake control among the left and right rear wheels 22
The control target wheel to control the brake pressure in the mode is selected.
It is. Specifically, first, the front wheel steering angle δ_fAnd vehicle speed V
Based on the assumption that the vehicle is performing a steady circular turning
Is the target yaw rate γ ^*When
Is calculated. Next, the target yaw rate γ^*From real
The value obtained by subtracting the yaw rate γ is the yaw rate deviation Δγ
Is calculated. Then, the yaw rate deviation Δγ and the actual
Product with the rate γ, and if the sign of the product is positive
If the vehicle is determined to have a tendency to drift out
If negative, the vehicle is determined to have a tendency to spin.
Is determined. Subsequently, the vehicle tends to drift out
The left and right rear wheels 22 are controlled
The target wheel is selected, while the vehicle tends to spin
If the left and right front wheels 14 are turned,
Selected as target wheel. Thereafter, in S112,
A drive signal is output to the pressure valve 72 and the like. Selected control pair
The brake pressure of the elephant wheel is changed to the selected brake control mode.
Pressure sensor 122 so that the pressure
Monitor the actual hydraulic pressure of each brake cylinder 68
The brake control is performed by controlling the pressure increasing valve 72 and the like.
It is. This completes one execution of this routine.

However, in the brake control routine, when a brake operation is detected by the brake switch 124 during the vehicle behavior stability control, the vehicle behavior stability control is immediately stopped, and the brake cylinder 68 of each wheel is set to the master cylinder. Return to the normal brake state activated by 60.

The case where the brake controller 110 does not receive the abnormal signal from the rear wheel steering angle controller 30 and there is no abnormality in the transmission of the rear wheel steering angle signal has been described above. If the determination in S105 is YES because an abnormal signal is received from the controller 30, or if the determination in S106 is YES because there is an abnormality in transmission of the rear wheel steering angle signal,
In S113, the current value of the actual rear wheel steering angle [delta] _r is kept to a value equal to the previous value. Thereafter, in S107, the vehicle body slip angle beta and the vehicle body slip angular velocity beta 'is calculated, after all, they vehicle body slip angle beta and the vehicle body slip angular speed beta' on the basis of the actual rear wheel steering angle [delta] _r is the actual rear wheel steering angle [delta] It is calculated using the last value during the period when the value of _r is normal.

As is apparent from the above description, in the present embodiment, the brake controller 110 of FIG.
Of executing steps S104 to S107 and S113
An example of the "vehicle body slip angle-related quantity estimating means" in the invention of claim 2, portions for performing the S108~S112 of FIG out of the brake controller 110 of the "brake control mode determining means" in the invention of the claim This is just an example.

Another embodiment will be described with reference to FIGS. 10 and 11. However, this embodiment is different from the previous embodiment in that the rear wheel steering angle sensor 46 and the brake controller 110
The connection relationship with the brake control routine differs from that of the first embodiment, and the other elements are common. Therefore, the same elements will be denoted by the same reference numerals, and detailed description thereof will be omitted. Only different elements will be described in detail.

FIG. 10 shows a rear wheel steering actuator 24.
The connection relationship among the rear wheel steering angle controller 30, the rear wheel steering angle sensor 46, and the brake controller 210 is shown in a block diagram. In the above embodiment, the rear wheel steering angle sensor 46 is connected to the brake controller 210 via the rear wheel steering angle controller 30. However, in the present embodiment, the rear wheel steering angle sensor 46 is It is directly connected to the corner controller 30 and the brake controller 210, respectively.

FIG. 11 shows the brake controller 2
The brake control routine executed by the ten computers is represented by a flowchart. Hereinafter, the contents of this routine will be described, but steps common to the brake control routine (FIG. 8) in the above embodiment will be briefly described.

In this routine, first, in step S201, signals are fetched from the steering angle sensor 40, the vehicle speed sensor 42, and the yaw rate sensor 44, respectively, as in step S101.
Similarly to 02, the front wheel steering angle δ _f , the vehicle speed V, and the yaw rate γ are calculated based on these signals. Subsequently, in S203, a sensor abnormality determination process is performed as in S103. Then, in S204,
As in S104, a rear wheel steering angle signal is received from the rear wheel steering angle controller 30. Subsequently, in S205, similarly to S105, the rear wheel steering angle controller 30
It is determined whether an abnormal signal has been received from. When there is an abnormality in the rear wheel steering angle sensor 46, the rear wheel steering angle controller 30 always sends an abnormality signal. Therefore, in the present embodiment, it is determined whether or not the abnormality signal is received from the rear wheel steering angle controller 30. By determining whether or not the rear wheel steering angle sensor 46 is abnormal, it is determined. If it is assumed that no abnormal signal has been received this time, the determination is NO, and thereafter, S206 to S211 are replaced with S107 to S1.
12 is executed in the same manner as above, and one execution of this routine ends.

On the other hand, if the determination in S205 is YES because an abnormal signal is received from the rear wheel steering angle controller 30, it is possible that an abnormality has occurred in the rear wheel steering angle sensor 46. in the same manner as the S113, the current value of the actual rear wheel steering angle [delta] _r is equal to the previous value is retained. After that, S206 to S210 are executed, and one execution of this routine is completed.

As is apparent from the above description, in the present embodiment, the part of the brake controller 210 that executes S204 to S206 and S212 in FIG.
An example of the "vehicle body slip angle-related quantity estimating means" in the invention of claim 2, portions for performing the S207~S211 of FIG out of the brake controller 210 is "brake control mode determining means" in the invention of the claim This is just an example.

FIGS. 12 and 13 show still another embodiment.
It will be described based on. However, this embodiment is different from the earliest embodiment in the electrical configuration of the vehicle behavior stability control device and the brake control routine, and the other elements are common. Therefore, the same reference numerals are used for the common elements. By doing so, detailed description will be omitted, and only different elements will be described in detail.

FIG. 12 shows an electrical configuration of the vehicle behavior stability control device, in which a lateral acceleration sensor 300 is added as a sensor. The lateral acceleration sensor 300 detects the lateral acceleration G _y of the center of gravity of the vehicle of the vehicle leftward positive, the right direction as negative. FIG. 13 is a flowchart illustrating a brake control routine executed by the computer 118 of the brake controller 310.
Hereinafter, this routine will be described, but steps common to the brake control routine of FIG. 8 will be briefly described.

In this routine, first, in S301, signals are fetched from the steering angle sensor 40, the vehicle speed sensor 42, and the yaw rate sensor 44 in the same manner as in S101.
Similarly to 02, the front wheel steering angle δ _f , the vehicle speed V, and the yaw rate γ are calculated based on these signals. Subsequently, in S303, a sensor abnormality determination process is performed as in S103. Then, in S304,
As in S104, a rear wheel steering angle signal is received from the rear wheel steering angle controller 30. Subsequently, in S305, similarly to S105, the rear wheel steering angle controller 30
It is determined whether an abnormal signal has been received from. If it is assumed that no abnormal signal has been received this time, the determination is NO, and in S306, similarly to S106, it is determined whether there is an abnormality in the transmission of the rear wheel steering angle signal. This time, if it is assumed that there is no abnormality in transmission, the determination is NO, and S
At 307, the vehicle body slip angle β and the vehicle body slip angular velocity β ′ are estimated, respectively. As in the first embodiment, the vehicle body slip angle β and the vehicle body slip angular velocity β ′ are estimated by the observer without any differentiation operation or integration operation. Then, S308 to S31
2 is executed in the same manner as S108 to S112, and one execution of this routine is completed.

On the other hand, the determination in S305 is YES because an abnormal signal is received from the rear wheel steering angle controller 30, or the determination in S306 is YES because an abnormality has occurred in the transmission of the rear wheel steering angle signal. If so, S3
In 13, a technique different from the above S307, i.e., the vehicle body slip angle beta by a method that does not use the actual rear wheel steering angle [delta] _r and vehicle body slip angular velocity beta 'is estimated respectively. The yaw movement of the vehicle, 'between the lateral acceleration G _y and the vehicle speed V and the yaw rate gamma, beta' vehicle body slip angular velocity β = G _y / V-γ following relationship represented by the formula is satisfied. Then, the vehicle body slip angular velocity β ′ is estimated based on this formula, and the vehicle body slip angle β is estimated by integrating the vehicle body slip angular velocity β ′ with respect to time. Then, S
Steps 308 to S312 are executed in the same manner as steps S108 to S112, and one execution of this routine ends here.

As is apparent from the above description, in the present embodiment, the brake controller 310 of FIG.
Portions for performing the S304~S307 and S313 of 3 is the example of "vehicle body slip angle-related quantity estimating means" in the invention of claim 1.

While some embodiments of the present invention have been described in detail with reference to the drawings, various modifications and improvements can be made based on the knowledge of those skilled in the art without departing from the scope of the claims. The present invention can be carried out in the form in which is performed.

[Brief description of the drawings]

FIG. 1 is a plan view showing a steering mechanism of a four-wheel vehicle on which a vehicle control system including a vehicle state quantity acquisition device according to an embodiment of the present invention is mounted.

FIG. 2 is a block diagram showing an electrical configuration of a rear wheel steering angle control device in the vehicle control system.

FIG. 3 is a flowchart illustrating an abnormality determination routine stored in a ROM of FIG. 2;

FIG. 4 is a flowchart showing a rear wheel steering angle control routine stored in the ROM.

FIG. 5 is a system diagram showing a manual-electrically controlled dual-system brake system mounted on a vehicle and used by the vehicle behavior stability control device in the vehicle control system.

FIG. 6 is a block diagram showing an electrical configuration of the vehicle behavior stability control device.

FIG. 7 is a block diagram showing a connection relationship among a rear wheel steering actuator, a rear wheel steering angle sensor, a rear wheel steering angle controller, and a brake controller in the embodiment.

FIG. 8 is a flowchart illustrating a brake control routine stored in a ROM of FIG. 6;

FIG. 9 is a graph for explaining the contents of S108 in FIG. 8;

FIG. 10 is a block diagram showing a connection relationship among a rear wheel steering actuator, a rear wheel steering angle sensor, a rear wheel steering angle controller, and a brake controller in a vehicle control system including a vehicle state quantity acquisition device according to another embodiment of the present invention. FIG.

FIG. 11 is a flowchart showing a brake control routine executed by the computer of the brake controller 210 in FIG. 10;

FIG. 12 is a block diagram showing an electric configuration of a vehicle behavior stability control device in a vehicle control system including a vehicle state quantity acquisition device according to still another embodiment of the present invention.

13 is a flowchart showing a brake control routine stored in a ROM in FIG.

[Explanation of symbols]

 24 Rear wheel steering actuator 30 Rear wheel steering angle controller 46 Rear wheel steering angle sensor 110, 210, 310 Brake controller

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification code FI G01P 15/00 B62D 101: 00 // B62D 101: 00 113: 00 113: 00 137: 00 137: 00 G01P 15/00 B J (56) References JP-A-8-43422 (JP, A) JP-A-62-139756 (JP, A) JP-A-62-251276 (JP, A) JP-A-4-11576 (JP, A) JP-A-8-5650 (JP, A) JP-A-8-258735 (JP, A) JP-A-6-278628 (JP, A) JP-A-7-96848 (JP, A) JP-A 8-282521 ( JP, A) JP-A-7-257337 (JP, A) JP-A-8-216909 (JP, A) JP-A-5-278624 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B62D 6/00-6/06 B62D 7/00-7/14 G01P 15/00-15/16 B60T 8/24 B60T 8/58 B60T 8/88

Claims (3)

(57) [Claims] An apparatus for acquiring a vehicle state quantity representing a state of motion of a vehicle, wherein at least one of a front wheel steering angle and a rear wheel steering angle of the vehicle is provided.
Is detected as a first vehicle state quantity, and the steering angle is represented.
A steering angle sensor for transmitting a steering angle signal, and a steering angle sensor connected to the steering angle sensor and transmitted from the steering angle sensor.
Of the vehicle based on the steering angle represented by the steering angle signal
At least one of the vehicle body slip angle and the vehicle body slip angular velocity
The vehicle body slip angle related quantity as the second vehicle state quantity
A vehicle body slip angle-related quantity estimation means for estimating, steering angle
Sent from the sensor to the vehicle body slip angle related amount estimating means
During the normal period when there is no abnormality in the steering angle signal, during the normal period
The steering angle represented by the transmitted steering angle signal and its normal period
Based on the yaw rate and the vehicle speed of the vehicle
Vehicle steering angle, yaw rate, vehicle speed, and vehicle body slip angle
Estimate the vehicle body slip angle related quantity using the relationship between
From the steering angle sensor to the vehicle body slip angle related amount estimating means.
During the abnormal period when the transmitted steering angle signal is abnormal,
During the normal period, the vehicle body slip angle related amount is estimated from the steering angle sensor.
Without using the steering angle signal sent to the
Lateral acceleration, speed and yaw rate of the vehicle during the period
The vehicle's lateral acceleration, vehicle speed, yaw rate,
Body slip angle using the relationship between the lip angle related quantity
A vehicle state quantity acquisition device including a vehicle body slip angle related amount estimating means for estimating a related amount . 2. A system for controlling a vehicle having left and right front wheels and left and right rear wheels, comprising: detecting a steering angle of the left and right rear wheels; and transmitting a rear wheel steering angle signal representing the actual rear wheel steering angle. A wheel steering angle sensor, a rear wheel steering actuator operated to steer the left and right rear wheels, and a rear wheel steering angle sensor connected to the rear wheel steering angle sensor and the rear wheel steering actuator and transmitted from the rear wheel steering angle sensor. A rear wheel steering angle controller that controls a rear wheel steering actuator so that an actual rear wheel steering angle represented by a wheel steering angle signal becomes a target rear wheel steering angle; and at least one of the left and right front wheels and the left and right rear wheels. A brake actuator for actuating brakes on the control left and right wheels; a brake actuator connected to the rear wheel steering angle sensor and the brake actuator for controlling a braking force difference between the control left and right wheels; (A) a vehicle body slip angle which is at least one of a vehicle body slip angle and a vehicle body slip angular velocity based on a rear wheel steering angle signal transmitted from the rear wheel steering angle sensor. A vehicle body slip angle related amount estimating means for estimating a related amount, wherein during a normal period in which there is no abnormality in a rear wheel steering angle signal transmitted from a rear wheel steering angle sensor to a brake controller, rear wheel steering is performed during the normal period. Using the rear wheel steering angle signal transmitted from the angle sensor to estimate the vehicle body slip angle related amount, during the abnormal period when the rear wheel steering angle signal transmitted from the rear wheel steering angle sensor to the brake controller is abnormal, (B) estimating the vehicle body slip angle related amount without using the rear wheel steering angle signal transmitted from the rear wheel steering angle sensor during the abnormal period; Vehicle control system including a brake controller and a brake control mode determining means key controller determines the brake control mode for controlling the brake actuator. 3. The rear wheel steering angle controller according to claim 1, further comprising :
Between the rear wheel steering angle sensor and the rear wheel steering angle actuator.
If an abnormality occurs in any of these, the actual rear wheel steering angle is
The rear wheel steering angle angle is maintained so that the value at the time of normal occurrence is maintained.
Controls the actuator and recovers from the abnormality
Immediately after, the actual rear wheel steering angle changes smoothly and the target rear wheel steering
Control the rear wheel steering angle actuator to approach the corner
The vehicle control system according to claim 2, wherein the vehicle control system is a vehicle control system.