JP4193648B2 - Vehicle running state determination device - Google Patents

Description

  The present invention relates to a vehicle travel state determination device, and more particularly to a vehicle travel state determination device having a stabilizer provided with a torque sensor in a torsion bar portion.

As one of the running state determination devices for vehicles such as automobiles having a stabilizer provided with a torque sensor in the torsion bar portion, as described in, for example, Patent Document 1 below, based on the detection result of the torque sensor, 2. Description of the Related Art Conventionally, a vehicle running state determination device configured to determine a vehicle roll phenomenon caused by a disturbance such as a hail or a crosswind has been known.
JP 7-89317 A

  In general, vehicle rolls include vehicle rolls caused by disturbances such as irregularities on the road surface and rolls caused by steering. In either case, the left and right wheels bounce and rebound in reverse phase, Torque is generated. In addition, when the vehicle rolls due to disturbance from the road surface, it is preferable to reduce the roll rigidity of the vehicle and the damping force of the shock absorber of the wheel subjected to the disturbance in order to ensure good riding comfort of the vehicle. However, when the vehicle rolls due to steering or crosswind, it is preferable to increase the roll rigidity of the vehicle and the damping force of the shock absorber in order to ensure good steering stability of the vehicle.

  However, in the conventional running state determination device as described above, the roll of the vehicle can be determined, but the roll of the vehicle is a roll caused by disturbance from the road surface or a roll caused by steering or crosswind. Therefore, the roll rigidity of the vehicle cannot be properly controlled according to the actual roll condition of the vehicle, and only the roll of the vehicle can be determined. Therefore, the applicability to various control of the vehicle There is a problem that is low.

  The present invention has been made in view of the above-described problems in the conventional traveling state determination device configured to determine the traveling state of the vehicle based on the detection result of the torque sensor provided in the stabilizer. The main problem of the invention is that the vehicle running state is determined according to the actual running state of the vehicle by determining the running state of the vehicle by combining the detection result of the torque sensor provided in the stabilizer and other vehicle state quantities. Is to accurately control the vehicle running state.

According to the present invention, the main problem described above is a vehicle running state determination device having a stabilizer provided with a torque sensor in a torsion bar portion, and the magnitude of torque detected by the torque sensor exceeds a reference value. When the vehicle roll occurs after a time equal to or longer than the reference time has elapsed, it is determined that the roll is a roll caused by a disturbance from the road surface. 1), or a vehicle running state determination device having a stabilizer provided with a torque sensor in the torsion bar portion, and having a roll detection means for detecting the roll of the vehicle based on the bounce and rebound of the wheel , when the roll occurs, the car which is detected by the direction and the roll detection means of the torque detected by the torque sensor Based on the relationship with the direction of the roll of the vehicle, it is determined whether the roll of the vehicle is a roll caused by a disturbance from the road surface or a roll caused by steering or crosswind ( (Structure of claim 3), or a vehicle running state determination device having a front wheel and rear wheel stabilizer provided with a torque sensor in a torsion bar portion, provided in the front wheel and rear wheel stabilizer. a vertical load difference between the left and right front wheel ground load difference and the left and right rear wheels which are estimated respectively based on the torque detected by the torque sensor, the ground load ratio of the front and rear wheels are estimated based on the longitudinal acceleration of the vehicle, next to the vehicle traveling state determining apparatus of a vehicle, characterized in that for computing the ground contact load or the vehicle weight of each wheel on the basis of the vertical load ratio of the left and right wheels to be estimated on the basis of the acceleration (請Is achieved by the configuration of claim 4).

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 1, the magnitude of the torque detected by the torque sensor becomes equal to or greater than the reference value, and then the When a roll of the vehicle occurs before the time equal to or longer than the reference time elapses, the roll is determined to be a roll caused by steering or crosswind (configuration of claim 2).

  In general, when the vehicle is turned by the driver steering, torque is generated in the stabilizer with a delay in time, the vehicle rolls, and even when the vehicle receives a crosswind, Torque is generated and the vehicle rolls. On the other hand, when the wheel is pushed up from the road surface, the force is transmitted to the stabilizer via the suspension, and immediately after that, torque is generated in the stabilizer, and then the force is transmitted to the vehicle body via the suspension spring. Therefore, a change in suspension stroke and a roll of the vehicle occur with a time delay. Therefore, whether the roll of the vehicle is a roll caused by disturbance from the road surface or a roll caused by steering or cross wind is distinguished by the time relationship between the time when the torque is generated in the stabilizer and the time when the roll of the vehicle is generated. be able to.

  According to the configuration of the first aspect, when the roll of the vehicle is generated after the magnitude of the torque detected by the torque sensor becomes equal to or greater than the reference value and then the time equal to or greater than the reference time elapses, the roll is separated from the road surface. Since it is determined that the roll is caused by a disturbance, when the vehicle rolls due to a disturbance from the road surface, it can be reliably determined, and the vehicle rolls due to steering or crosswind. Sometimes, it can be prevented that the roll is erroneously determined to be a roll caused by a disturbance from the road surface.

  According to the second aspect of the present invention, when the magnitude of the torque detected by the torque sensor becomes equal to or greater than the reference value, and then the vehicle rolls before the time equal to or greater than the reference time elapses, the roll is steered. Since it is determined that the roll is caused by a crosswind, when the roll of the vehicle occurs, it is ensured that the roll of the vehicle is a roll caused by disturbance from the road surface or a roll caused by steering or crosswind. Can be determined.

  In general, when the vehicle is steered by the driver and the vehicle is subjected to a crosswind, the vehicle rolls due to the centrifugal force or the crosswind force acting on the vehicle, and the vehicle roll side wheel. Strokes to the bounce side and the wheel on the opposite side to the side on which the vehicle rolls strokes to the rebound side, thereby generating torque in the stabilizer. On the other hand, when the wheel is pushed up from the road surface, the wheel bounces, and the pushing force is transmitted to the stabilizer and the vehicle body via the suspension, thereby generating torque in the stabilizer and generating a roll of the vehicle. The wheel on the side opposite to the side where the vehicle rolls strokes to the bounce side, and the stroke to the bounce side of the wheel on the side where the vehicle rolls is small.

Therefore car wheels bound, the relationship between the direction of torque generated in the roll direction and the stabilizer of the vehicle detected based on the rebound, when the vehicles vehicle rolls due to external disturbance from the road surface is steered or Since it is the reverse of the case of rolling due to crosswind, the vehicle is determined by determining the relationship between the direction of the roll of the vehicle detected based on the bounce and rebound of the wheel and the direction of the torque detected by the torque sensor. It is possible to determine whether the roll is a roll caused by disturbance from the road surface or a roll caused by steering or crosswind.

According to this configuration 3, the wheels bound by the roll detection means detects vehicle roll based on the rebound, when the vehicle roll occurs, the direction of the torque detected by the torque sensor and the roll detection means It is determined whether the vehicle roll is a roll caused by disturbance from the road surface or a roll caused by steering or crosswinds based on the relationship with the vehicle roll direction detected by When this occurs, it can be reliably determined whether the roll of the vehicle is a roll caused by disturbance from the road surface or a roll caused by steering or crosswind.

In general, the torque acting on the stabilizer is proportional to the load difference acting on both ends of the stabilizer, and the load difference acting on both ends of the stabilizer substantially corresponds to the ground load difference between the left and right wheels. ground load difference of the ground load difference and the left and right rear wheels of the left and right front wheels, respectively on the basis of the torque detected by the torque sensor provided on the stabilizer use Ru can be estimated. Thus in addition to the vertical load difference vertical load difference and the left and right rear wheels of the left and right front wheels that are estimated respectively based on detected more torque to the torque sensor provided on the stabilizer for the front wheel and the rear wheel, the longitudinal acceleration of the vehicle lever to and estimate the right wheel contact load ratio of the front and rear wheel ground loads ratio and rear wheels sum of the left and right wheels total, respectively based on the lateral acceleration of the vehicle, the ground load difference of the left and right front wheels, vertical load difference between left and right rear wheels, front and rear The ground load of each wheel can be calculated based on the wheel ground load ratio and the left and right wheel ground load ratio, and the vehicle weight can be calculated as the sum of the ground load of each wheel.

According to the above configuration of the fourth aspect, the ground load difference between the left and right front wheels and the ground load difference between the left and right rear wheels, which are estimated based on the torque detected by the torque sensors provided in the front wheel and rear wheel stabilizers, respectively. The ground load or vehicle weight of each wheel is calculated based on the ground load ratio of the front and rear wheels estimated based on the longitudinal acceleration of the vehicle and the ground load ratio of the left and right wheels estimated based on the lateral acceleration of the vehicle. The ground load or the vehicle weight of each wheel can be reliably calculated regardless of the running state of the vehicle.

[Preferred embodiment of problem solving means]
According to one preferable aspect of the present invention, in the structure according to any one of claims 1 to 4, the stabilizer is configured to be an active stabilizer device (preferred aspect 1).

According to another preferred embodiment of the present invention, in the configuration according to any one of claims 1 to 3 , when it is determined that the roll of the vehicle is a roll caused by a disturbance from the road surface, Whether the vehicle roll is a roll due to the bounce of the left front wheel, a roll due to the rebound of the left front wheel, a roll due to the bounce of the right front wheel, or a roll due to the rebound of the right front wheel based on the relationship between the direction of action of the vehicle and the direction of the roll of the vehicle (Preferred aspect 2).

According to another preferred aspect of the present invention, in the configuration according to any one of claims 1 to 3 , when it is determined that the roll of the vehicle is a roll caused by steering or crosswind, Based on the relationship between the direction of action and the direction of the roll of the vehicle, it is configured to determine whether the roll of the vehicle is a roll caused by left turn steering or left side wind, or a roll caused by right turn steering or right side wind. (Preferred embodiment 3)

According to another preferred aspect of the present invention, in the configuration of claim 1 or 2 , the magnitude of the torque detected by the torque sensor is equal to or greater than a reference value, and thereafter a time equal to or greater than a first reference time. When the vehicle roll occurs after the elapse of time, it is determined that the roll is a roll caused by a disturbance from the road surface, and the magnitude of the torque detected by the torque sensor exceeds the reference value, and then the vehicle roll The vehicle roll determination is temporarily stopped when a time equal to or longer than the second reference time, which is longer than the first reference time, has not occurred (preferred aspect 4).

According to another preferred aspect of the present invention, in the configuration of claim 4 , the damping force of the shock absorber is estimated, and the ground load difference between the left and right front wheels and the left and right rear wheels are estimated based on the damping force of the shock absorber. It is comprised so that the grounding load difference of ( 5 ) may be correct | amended.

According to the aspect of the present invention, in the configuration of the fifth aspect or preferred embodiment 5, it estimates the spring force of the suspension spring, vertical load difference between left and right front wheels on the basis of the spring force of the suspension spring And it is comprised so that the grounding load difference of a right-and-left rear wheel may be corrected (preferred aspect 6 ).

  The present invention will now be described in detail with reference to a few preferred embodiments with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration diagram showing a first embodiment of a vehicle traveling state determination device according to the present invention applied to a vehicle having an active stabilizer device provided on a front wheel.

  In FIG. 1, 10 FL and 10 FR respectively indicate left and right front wheels that are driven wheels of the vehicle 12, and 10 RL and 10 RR respectively indicate left and right rear wheels that are drive wheels of the vehicle 12. The left and right front wheels 10FL and 10FR, which are also steered wheels, are steered via tie rods by a power steering device (not shown) that is driven in response to steering of the steering wheel 14 by the driver.

  An active stabilizer device 16 is provided between the left and right front wheels 10FL and 10FR, and a normal stabilizer device 18 is provided between the left and right rear wheels 10RL and 10RR. The stabilizer device 18 has a torsion bar portion 18T extending in the lateral direction of the vehicle, and a pair of arm portions 18AL and 18AR integrally connected to the outer end of the torsion bar portion. The torsion bar portion 18T is rotatably supported by a vehicle body not shown in the drawing via a pair of brackets not shown in the drawing, and the tips of the arm portions 18AL and 18AR are not shown in the drawing. It is connected to the wheel support members or suspension arms of the left and right rear wheels 10RL and 10RR via a bushing device.

  The active stabilizer device 16 is integrally connected to a pair of torsion bar portions 16TL and 16TR extending coaxially with each other along an axis extending in the lateral direction of the vehicle, and to the outer ends of the torsion bar portions 16TL and 16TR, respectively. And a pair of arm portions 16AL and 16AR. The torsion bar portions 16TL and 16TR are supported by a vehicle body not shown in the drawing via brackets not shown in the drawing so as to be rotatable around their own axes. The arm portions 16AL and 16AR extend in the longitudinal direction of the vehicle so as to intersect the torsion bar portions 16TL and 16TR, respectively, and the outer ends of the arm portions 16AL and 16AR are respectively left and right through rubber bush devices not shown in the drawing. The front wheels 10FL and 10FR are connected to wheel support members or suspension arms.

  The active stabilizer device 16 has an actuator 20F between the torsion bar portions 16TL and 16TR. The actuator 20F rotates the pair of torsion bar portions 16TL and 16TR in opposite directions as necessary, so that when the left and right front wheels 10FL and 10FR bounce and rebound in opposite phases, the wheel bounces due to torsional stress. Then, the roll rigidity of the vehicle at the position of the left and right front wheels is variably controlled by changing the force to suppress rebound.

  Since the active stabilizer device 16 itself does not form the gist of the present invention, it may have any configuration known in the art as long as the roll rigidity of the vehicle can be variably controlled. For example, the active stabilizer device described in Japanese Patent Application No. 2003-324212 (reference number AT-5552) specification and drawings relating to the application of the applicant of the present application, that is, the rotation fixed to the inner end of one torsion bar portion and attached with a drive gear An electric motor having a shaft and a driven gear fixed to the inner end of the other torsion bar portion and meshing with the driving gear. The driving gear and the driven gear transmit the rotation of the driving gear to the driven gear. It may be an active stabilizer device that is a gear that does not transmit rotation to the drive gear.

  Further, in the illustrated embodiment, the torsion bar portion 16TL is provided with a torque sensor 22F for detecting a torsion torque Tf acting on the torsion bar portion, and a signal indicating the torque Tf detected by the torque sensor 22F. Is input to the electronic control unit 24. The torque sensor 22F may be a high-rigidity torque sensor that detects torque electromagnetically or electrically, for example, a magnetostrictive torque sensor or a strain gauge, so as not to lower the rigidity of the torsion bar portion 16TL. preferable. Further, the torque sensor 22F may be provided in any of the torsion bar portions 16TL and 16TR.

  As shown in the figure, the electronic control unit 24 has a signal indicating the vehicle roll rate Rr detected by the roll rate sensor 26, a signal indicating the left front wheel stroke Sfl detected by the stroke sensor 28FL, and a stroke sensor 28FR. A signal indicating the stroke Sfr of the right front wheel is input, and the electronic control unit 24 communicates with the electronic control unit 30 for damping force control to exchange necessary signals.

  In the illustrated embodiment, the left and right front wheels 10FL and 10FR and the left and right rear wheels 10RL and 10RR are respectively provided with variable damping force shock absorbers 32FL, 32FR and 32RL of any configuration known in the art. 32RR, and the electronic control unit 30 variably controls the damping force of the shock absorber 32j (j = FL, FR, RL, RR) based on a signal from the electronic control unit 24.

  Although not shown in detail in FIG. 1, each of the electronic control devices 24 and 30 has a CPU, a ROM, a RAM, and an input / output port device, which are connected to each other by a bidirectional common bus. And a drive circuit. The torque sensor 22F and the roll rate sensor 26 detect the torque Tf and the roll rate Rr with positive values generated at the beginning of the left turn of the vehicle, and the stroke sensors 28FL and 28FR respectively move in the bound direction based on the neutral position of the wheel. Strokes Sfl and Sfr are detected with positive displacement.

  The electronic control device 24 follows the flowchart shown in FIGS. 2 and 3 when the torque Tf detected by the torque sensor 22 exceeds the reference value and when the roll amount of the vehicle exceeds the reference value. When the time delay is small, it is determined that the roll of the vehicle is a roll caused by steering or crosswind, and when the time delay is large, the vehicle roll is disturbed from the road surface. The active stabilizer device 16 is controlled as necessary based on the determination result, and a damping force control command is output to the electronic control device 30 as necessary.

  Next, a vehicle running state determination control routine according to the first embodiment will be described with reference to the flowcharts shown in FIGS. Note that the control according to the flowcharts shown in FIGS. 2 and 3 is started by closing an ignition switch (not shown), and is repeatedly executed at predetermined time intervals.

  First, in step 10, a signal indicating the torque Tf detected by the torque sensor 22 is read, and in step 20, it is determined whether or not the timer has already been started. If so, the process proceeds to step 50, and if a negative determination is made, the process proceeds to step 30.

  In step 30, it is determined whether or not the absolute value of the torque Tf is greater than or equal to a reference value Tfo (positive constant), that is, whether or not a torque having a magnitude greater than a predetermined value is applied to the active stabilizer device 16. When a negative determination is made, the routine proceeds directly to step 200. When an affirmative determination is made, a timer is started at step 40.

  In step 50, after the timer is started, in other words, a time longer than the first reference value T1 (positive constant) from the time when the magnitude of the torque acting on the active stabilizer device 16 exceeds a predetermined value. The process proceeds to step 100 when an affirmative determination is made, and proceeds to step 60 when a negative determination is made.

  It should be noted that the time from when the magnitude of the torque acting on the active stabilizer device 16 exceeds a predetermined value until the vehicle roll is generated depends on whether the vehicle roll is a roll caused by a disturbance from the road surface, steering or crosswind. The reference value T1 is set to an optimum value experimentally, for example, for each vehicle type to which the traveling state determination device of the present invention is applied.

  In step 60, for example, the deviation Sfr-Sfl of the left and right front wheel stroke is set as the roll amount R of the vehicle, and it is determined whether or not the absolute value of the roll amount R is greater than or equal to a reference value. When a negative determination is made, the process proceeds to step 260, and when an affirmative determination is made, the process proceeds to step 70.

  In step 70, it is determined whether the torque Tf is a positive value and the roll rate Rr is a positive value. If an affirmative determination is made, in step 80, the roll of the vehicle is counterclockwise. When it is determined that the roll is caused by turning or left side wind, and a negative determination is made, it is determined in step 90 that the roll of the vehicle is a roll caused by right turn steering or right side wind.

  In step 100, it is determined whether or not it is determined that a roll due to steering or crosswind has already occurred, that is, whether or not an affirmative determination has already been made in step 60 described above. If a negative determination is made, the process proceeds to step 130. If an affirmative determination is made, the process proceeds to step 110.

  In step 110, for example, by determining whether or not the absolute value of the roll amount R has become equal to or less than a reference value, it is determined whether or not the vehicle roll due to steering has ended, and a negative determination is made. If YES, the process proceeds to step 260. If an affirmative determination is made, it is determined in step 120 that the roll due to steering or crosswind has occurred, the timer is stopped, and then the process proceeds to step 260. .

  In step 130, it is determined whether or not it has already been determined that a roll due to bounce or rebound of the left front wheel or right front wheel due to disturbance from the road surface has occurred, that is, a positive determination has already been made in step 140 described later. When a positive determination is made, the process proceeds to step 230. When a negative determination is made, the process proceeds to step 140.

  In step 140, it is determined whether or not a roll of a predetermined value or more has occurred in the vehicle in the same manner as in step 60 described above. If an affirmative determination is made, the process proceeds to step 160. When the determination is made, the process proceeds to step 150.

  In step 150, whether or not a time equal to or longer than a second reference time T2 (a positive constant larger than the first reference time T1) has elapsed since the timer was started in step 40 described above. If a determination is made and an affirmative determination is made, the process proceeds to step 250. If a negative determination is made, the process proceeds to step 260 as it is.

  If a torque greater than a predetermined value acts on the active stabilizer device 16 due to disturbance from the road surface, the vehicle normally rolls with a time delay, so the second reference value T2 is applied to the active stabilizer device 16. This is a reference value to prevent erroneous determination that a vehicle roll has occurred due to a disturbance from the road surface when a vehicle roll does not occur despite a torque exceeding a predetermined value. is there.

  In step 160, it is determined whether or not the absolute value of the left front wheel stroke Stl is larger than the absolute value of the right front wheel stroke Str, that is, whether or not the wheel subjected to the force due to the unevenness of the road surface is the left front wheel. When a negative determination is made, the process proceeds to step 200. When an affirmative determination is made, the process proceeds to step 170.

  In step 170, it is determined whether the torque Tf is a negative value and the roll rate Rr is a positive value. If an affirmative determination is made, in step 180, the vehicle rolls on the road surface. When it is determined that the roll is due to the bounce of the left front wheel due to the convex portion of the vehicle, and a negative determination is made, it is determined in step 190 that the roll of the vehicle is a roll due to the rebound of the left front wheel due to the concave portion of the road surface Is done.

  In step 200, it is determined whether the torque Tf is a negative value and the roll rate Rr is a positive value as in step 170 described above. If an affirmative determination is made, step 210 is performed. When the vehicle roll is determined to be a roll due to the rebound of the right front wheel caused by the concave portion of the road surface, and a negative determination is made, at step 220, the vehicle roll is the right front wheel caused by the convex portion of the road surface. It is determined that the role is due to the bounce.

  In step 230, for example, it is determined whether or not the roll of the vehicle has ended by determining whether or not the peak value of the roll amount R of the vehicle has become equal to or less than a reference value. If YES, the routine proceeds directly to step 260. If an affirmative determination is made, in step 240, the determination that a roll due to wheel bounce or rebound resulting from a disturbance from the road surface is cancelled. The timer is stopped, and then the routine proceeds to step 260.

  In step 260, the active stabilizer device 16 is controlled as necessary based on the result of the vehicle roll determination in steps 80, 90, 170, 180, 210, 220. In step 270, the vehicle Based on the result of the roll determination, a damping force control command is output to the electronic control unit 30 as necessary.

  FIG. 4 is an explanatory view (A) showing the vehicle roll state as viewed from the rear of the vehicle when the vehicle 100 turns left by the driver's steering, and shows the torque acting on the active stabilizer device 16 above the vehicle. FIG. 5B is an explanatory diagram (B) showing the state as seen, a graph (C) showing an example of changes in the steering angle θ, the torque Tf detected by the torque sensor 22, the stroke Sfr of the right front wheel, and the roll amount R of the vehicle. .

  As shown in FIGS. 4 (A) and 4 (B), when the vehicle is steered by the driver and the vehicle 12 turns to the left, the centrifugal force Fs acts on the vehicle as the vehicle 12 turns. On the other hand, the torque Tsf in the positive direction acts on the active stabilizer device 16 due to the moment Ms caused by the centrifugal force Fs with a time delay, and the vehicle 12 rolls in the clockwise direction when viewed from behind. Accordingly, the magnitude of the torque Tf detected by the torque sensor 22F after the start of steering by the driver becomes equal to or greater than the reference value Tfo, and immediately after that, the magnitude of the stroke Sfr of the right front wheel is the reference value Sfro (positive constant). At the same time, the roll amount R of the vehicle becomes greater than the reference value Ro (positive constant). The relationship of changes in the torque Tf and the like is the same when the vehicle receives a crosswind, and the signs of the torque Tf and the roll amount R of the vehicle are the same regardless of the steering direction and the crosswind direction.

  On the other hand, FIG. 5 is an explanatory view (A) showing the roll state of the vehicle 12 as seen from the rear of the vehicle when the left front wheel 10FL is pushed up by the convex portion 100 of the road surface, and acts on the active stabilizer device 16. (B), a graph showing an example of changes in the torque Tf detected by the torque sensor 22, the left front wheel stroke Sfl, and the roll amount R of the vehicle (C) It is.

  As shown in FIGS. 5A and 5B, when the left front wheel 10FL is pushed up by the convex portion 100 of the road surface, the pushing force Fr received by the left front wheel 10FL is transmitted to the left end of the active stabilizer device 16, Negative torque Torf acts on the active stabilizer device 16. Further, since the thrust force Fr is transmitted to the vehicle body via a suspension spring not shown in the figure, the left front wheel 10FL bounces after the generation of the torque Trf and a stroke Sfl is generated, and the thrust force Fr is the vehicle body force. The vehicle 12 rolls in the clockwise direction when viewed from the rear side by the moment Mr due to being transmitted to. Accordingly, when the left front wheel 10FL is pushed up by the convex portion 100 on the road surface, the magnitude of the torque Tf detected by the torque sensor 22F immediately after that becomes equal to or greater than the reference value Tfo, and thereafter the vehicle roll amount R is delayed with time. The size is greater than or equal to the reference value Ro.

  When the vehicle turns to the right, the direction and sign of torque Tf and the like are opposite to those in FIG. 4, and when the left front wheel passes through a recess on the road surface and the right front wheel is pushed up by the projection on the road surface. If the right front wheel passes through the recess on the road surface, the direction of action and the sign of the torque Tf etc. are the recess on the road surface. This is the opposite of passing through. Also, when the vehicle roll is caused by a disturbance from the road surface, the initial signs of the torque Tf and the vehicle roll amount R are different, but when the vehicle roll is caused by steering or crosswind. The sign of the torque Tf and the sign of the vehicle roll amount R are the same.

  Accordingly, when the time lag between the time when the magnitude of the torque Tf detected by the torque sensor 22 exceeds the reference value Tfo and the time when the roll amount R of the vehicle exceeds the reference value Ro is small, the vehicle This roll can be determined to be a roll caused by steering or crosswind, and when the time delay is large, it can be determined that the roll of the vehicle is a roll caused by disturbance from the road surface.

  According to the illustrated embodiment 1, it is determined whether or not the absolute value of the torque Tf has become equal to or greater than the reference value Tfo in step 30. In steps 50 and 60, the absolute value of the torque Tf is determined as the reference value. Before a time equal to or greater than the first reference value T1 elapses from the time when the value becomes equal to or greater than Tfo, it is determined whether or not a roll greater than a predetermined value has occurred in the vehicle. When it is determined that a roll of a predetermined value or more has occurred in the vehicle before the time elapses, it is determined in steps 70 to 90 that the roll of the vehicle is a roll caused by steering or crosswind, and the first reference value T1 or more. When it is determined that a roll of a predetermined value or more has occurred in the vehicle after the elapse of the time, in steps 130 to 180, it is determined that the roll of the vehicle is a roll caused by a disturbance from the road surface.

  Therefore, according to the illustrated embodiment 1, when a roll of a predetermined value or more occurs in the vehicle, based on the temporal relationship between the time when the torque is generated in the active stabilizer device 16 and the time when the roll is generated in the vehicle. In addition, it is possible to reliably determine whether the roll of the vehicle is a roll due to a disturbance from the road surface or a roll due to the driver's turning steering, and based on the determination result, the active stabilizer device 16 In addition, the damping force of the shock absorber can be appropriately controlled.

  In particular, according to the first embodiment shown in the drawing, when a time greater than the second reference value T2 has elapsed without the occurrence of a roll greater than the predetermined value in the vehicle from the time when the absolute value of the torque Ts becomes equal to or greater than the reference value Tso, A negative determination is made in steps 100, 130, and 140, and an affirmative determination is made in step 150. The timer is stopped in step 250 without determining that a roll due to a disturbance from the road surface has occurred. Therefore, it is possible to effectively reduce the possibility of erroneously determining that a roll due to a disturbance from the road surface has occurred.

  FIG. 6 is a flowchart showing a vehicle travel state determination control routine in the second embodiment of the vehicle travel state determination device according to the present invention applied to a vehicle provided with an active stabilizer device on the front wheels. In FIG. 6, the same steps as those shown in FIG. 2 and FIG. 3 are assigned the same step numbers as those shown in FIG. 2 and FIG.

  In this embodiment, when step 10 is completed, it is determined in step 25 whether or not it has already been determined that a vehicle roll has occurred, that is, whether or not an affirmative determination has already been made in step 60. When a negative determination is made, the process proceeds to step 30. When an affirmative determination is made, the process proceeds to step 100.

  Further, when an affirmative determination is made at step 30, that is, when it is determined that a torque greater than a predetermined value is applied to the active stabilizer device 16, the determination at step 60 is executed. If it is determined that a roll of a predetermined value or more has occurred in the vehicle, the process proceeds to step 65.

  In step 65, it is determined whether or not the sign of the torque Ts is the same as the sign of the vehicle roll amount R, that is, whether or not the roll of the vehicle is a roll caused by steering or crosswind. If an affirmative determination is made, the process proceeds to step 70. If a negative determination is made, steps 160 to 220 are executed. Steps 70 to 90 and steps 160 to 220 are executed in the same manner as in the first embodiment.

  Further, when an affirmative determination is made in step 100, that is, when it is already determined that a roll of the vehicle 12 due to steering or crosswind has occurred, the process proceeds to step 110, but when a negative determination is made, step 110 is performed. Proceed to 190. If a negative determination is made in step 110 or 190, the process proceeds directly to step 260. If an affirmative determination is made in step 110 or 190, the vehicle rolls in step 240. After the determination is canceled, the routine proceeds to step 260.

  Thus, according to the illustrated second embodiment, it is determined in step 30 that a torque of a predetermined value or more is applied to the active stabilizer device 16, and in step 60, a roll of a predetermined value or more is applied to the vehicle. If it is determined that it has occurred, the roll of the vehicle is a roll caused by steering or crosswind by determining whether the sign of the torque Ts and the sign of the roll amount R of the vehicle are the same in step 65. Whether or not is determined.

  As described above with reference to FIGS. 4 and 5, when the vehicle is rolled by steering by the driver and when the vehicle 12 rolls due to crosswind, the torque Ts and the roll amount R of the vehicle Is the same regardless of the direction of steering or crosswind, whereas the initial torque Ts and the roll amount R of the vehicle when the vehicle rolls due to a disturbance from the road surface are different from each other.

  According to the illustrated second embodiment, the torque Ts and the roll amount R of the vehicle are adjusted when a torque greater than a predetermined value is applied to the active stabilizer device 16 and a roll greater than the predetermined value is generated in the vehicle. When the signs are the same, it is determined that the roll of the vehicle is a roll caused by steering or crosswind, and when the signs of the torque Ts and the roll amount R of the vehicle are different, the roll of the vehicle is a roll caused by disturbance from the road surface. Therefore, as in the case of the above-described first embodiment, when a roll of a predetermined value or more is generated in the vehicle, whether the roll of the vehicle is a roll caused by disturbance from the road surface or the driver's turning steering Whether or not the roll is caused by the movement of the active stabilizer device 16 and the shock absorber based on the determination result. It is possible to properly control the force.

  In particular, according to the second embodiment shown in the drawing, the torque Ts and the roll amount R of the vehicle at the stage where a torque greater than a predetermined value acts on the active stabilizer device 16 and a roll greater than the predetermined value is generated in the vehicle. Based on the sign relationship, it is determined whether the roll of the vehicle is a roll caused by steering or crosswind or a roll caused by a disturbance from the road surface, and a torque greater than a predetermined value acts on the active stabilizer device 16. Since it is not necessary to use a timer for managing the elapsed time from the time point when it is determined that it is determined, or based on the elapsed time, determination control can be performed more easily than in the case of the first embodiment.

  According to the first and second embodiments shown in the figure, an affirmative determination is made at step 60 in the first embodiment, and an affirmative determination is performed at step 65 in the second embodiment. Thus, if it is determined that the roll of the vehicle is a roll caused by steering or crosswind, the turning direction or crosswind direction of the vehicle is determined based on the relationship between the sign of torque Ts and roll rate Rr in steps 70-90. Since the determination is made, it is possible to reliably determine whether the roll of the vehicle is a roll caused by left turn steering or left side wind or a roll caused by right turn steering or right side wind.

  Further, according to the illustrated first and second embodiments, a positive determination is made at step 140 in the first embodiment, and a negative determination is performed at step 65 in the second embodiment. Thus, if it is determined that the vehicle roll is caused by a disturbance from the road surface, in steps 160 to 220, the magnitude relationship between the left and right front wheel strokes Stl and Str, the sign of the torque Ts and the roll rate Rr Based on the relationship, the state of action of the disturbance from the road surface is determined, so the roll of the vehicle is caused by the bounce of the left front wheel due to the disturbance from the road surface, the roll by the rebound of the left front wheel, the roll by the bounce of the right front wheel, It is possible to reliably determine which of the rolls is due to the right front wheel rebounding.

  Further, the control of the active stabilizer device 16 and the control of the shock absorbers 32FL to 32RR themselves in the illustrated first and second embodiments do not form the gist of the present invention, and are in any mode known in the art. However, according to the illustrated embodiments 1 and 2, it is ensured that the roll of the vehicle is a roll caused by left turn steering or left side wind or a roll caused by right turn steering or right side wind. When the vehicle roll is a roll caused by a disturbance from the road surface, the vehicle roll is a roll due to the bounce of the left front wheel, a roll due to the rebound of the left front wheel, a roll due to the bounce of the right front wheel, Since it is possible to reliably determine which of the rolls by rebounding the right front wheel, based on these determinations, optimal control is performed. The active stabilizer device 16 and the shock absorbers 32FL to 32RR are preferably controlled as follows, for example.

(1) In the case of rolling due to steering or crosswind When the vehicle rolls to the right due to left turn steering or left crosswind, the right front and rear wheels are bound and the left front and rear wheels are rebound, When the vehicle rolls to the left side due to right turn steering or right crosswind, the left front and rear wheels are in a bound state and the right front and rear wheels are in a rebound state. Accordingly, in order to suppress the roll of the vehicle, the set load is increased so that the reaction force of the active stabilizer device 16 is increased, and the damping force of the shock absorber on the bounce side is increased in the process of increasing the roll amount. If the set load of the suspension spring is variable, the set load of the suspension spring on the bounce side is also increased.

(2) In the case of roll by bounce and rebound When the vehicle rolls due to bounce and rebound caused by disturbance from the road surface, the road surface is controlled to prevent the force received from the road surface from being transmitted to the vehicle body. The damping force of the shock absorber is reduced for the wheel on the side receiving the force, and the damping force of the shock absorber is increased for the wheel on the opposite side. Further, the set load is increased so as to increase the reaction force of the active stabilizer device 16 in order to suppress the roll of the vehicle.

  When the set load of the suspension spring is variable, the set load of the suspension spring is reduced for the wheel receiving the force in the bounce direction from the road surface, and the set load of the suspension spring is set for the opposite wheel. Although it is increased or held, the set load of the suspension spring is increased for the wheel on the side receiving the force in the rebound direction from the road surface, and the set load of the suspension spring is decreased or held for the wheel on the opposite side.

  In the cases (1) and (2), the control amount of the set load of the active stabilizer device 16, the damping force of the shock absorber, and the set load of the suspension spring has a large amount of torque Tf or roll amount R. It is variably set according to these so as to become larger.

  According to these controls, the set load of the active stabilizer device 16, the damping force of the shock absorber, and the set load of the suspension spring can be optimally controlled in accordance with the determined roll generation state of the vehicle, thereby In addition, it is possible to effectively suppress the roll of the vehicle without deteriorating the ride comfort of the vehicle, and when the roll of the vehicle is detected, the damping force of the shock absorber and the like are not distinguished without distinguishing the generation mode. It is possible to reliably prevent the ride comfort of the vehicle from deteriorating due to improper control and the increase in the roll amount of the vehicle.

  FIG. 7 is a schematic configuration diagram showing Embodiment 3 of the vehicle running state determination device according to the present invention applied to a vehicle in which an active stabilizer device is provided on the front wheels and the rear wheels. In FIG. 7, the same members as those shown in FIG. 1 are denoted by the same reference numerals as those shown in FIG.

  In the third embodiment, the stabilizer device 18 for the rear wheel is also an active stabilizer device similar to the active stabilizer device 16 for the front wheel, and the left and right torsion bar portions 18TL and 18TR are relatively driven to rotate at the center. And an actuator 20R for changing the set load of the stabilizer. The torsion bar portion 18TL is provided with a torque sensor 22R that detects the torque Tr generated in the active stabilizer device 18.

  Similar to the stroke sensors 32FL and 32FR for the left and right front wheels 10FL and 10FR, the stroke sensor detects the strokes Srl and Srr with the displacement in the bounce direction as positive with respect to the neutral position of the corresponding wheel for the left and right rear wheels 10RL and 10RR. 32RL and 32RR are provided, and the torque Tr detected by the torque sensor 22R and the strokes Srl and Srr detected by the stroke sensors 32RL and 32RR are also input to the electronic control unit 24.

  The electronic control unit 24 also receives a signal indicating the longitudinal acceleration Gx of the vehicle detected by the longitudinal acceleration sensor 34 and a signal indicating the lateral acceleration Gy of the vehicle detected by the lateral acceleration sensor 36. The longitudinal acceleration sensor 34 and the lateral acceleration sensor 36 detect the longitudinal acceleration Gx of the vehicle and the lateral acceleration Gy of the vehicle with the longitudinal acceleration during acceleration of the vehicle and the lateral acceleration during left turn as positive.

  Further, according to the flowchart shown in FIG. 8, the electronic control unit 24 according to the third embodiment is based on the torque Tf detected by the torque sensor 22F provided in the active stabilizer device 16 for the front wheels, and the ground load difference ΔWf between the left and right front wheels. And a ground load difference ΔWr between the left and right rear wheels is calculated based on the torque Tr detected by the torque sensor 22R provided in the active stabilizer device 18 for the rear wheel, and the ground load of the front and rear wheels is calculated based on the longitudinal acceleration of the vehicle. The ratio Rwx is calculated, the left and right wheel ground load ratio is calculated based on the lateral acceleration of the vehicle, the left and right front wheel ground load difference ΔWf, the left and right rear wheel ground load difference ΔWr, the front and rear wheel ground load ratio Rwx, Based on the ground load ratio Rwy, the ground load Wi and the vehicle weight W of each wheel are calculated as state quantities indicating the running state of the vehicle, and the vehicle is controlled based on these.

  Next, a vehicle running state determination control routine in the third embodiment will be described with reference to the flowchart shown in FIG. The control according to the flowchart shown in FIG. 8 is also started by closing an ignition switch (not shown), and is repeatedly executed at predetermined time intervals.

First, at step 310, a signal indicating the torque Tf detected by the torque sensor 22F is read, and at step 320, the effect of the spring force of the suspension springs of the left and right front wheels on the torque Tf is canceled out. Further, correction amounts ΔWsfl and ΔWsfr for the difference in contact load between the left and right front wheels based on the strokes of the left and right front wheels are calculated based on the strokes Sfl and Sfr from, for example, a function or a map obtained experimentally in advance, and the shock absorbers of the left and right front wheels are attenuated. In order to offset the effect of force on torque Tf, the amount of correction for the difference in ground load between the left and right front wheels on the damping force of the left and right front shock absorbers based on the stroke speeds Sfld and Sfrd of the left and right front wheels, which are time differential values of the strokes Sfl and Sfr ΔWdfl and ΔWdfr are calculated from, for example, a function or a map obtained experimentally in advance. It is a coefficient for converting at the steady state of the vehicle torque Tf to the left and right front wheel ground load difference ΔWf as Kf, the left and right front wheel ground load difference ΔWf is calculated according to Equation 1 below.
ΔWf = Kf · Tf + ΔWsfl + ΔWsfr + ΔWdfl + ΔWdfr (1)

Similarly, in step 330, correction amounts ΔWsrl and ΔWsrr for the difference in contact load between the left and right rear wheels based on the strokes of the left and right rear wheels are calculated based on the strokes Srl and Srr, for example, from a function or map obtained in advance experimentally. Based on the stroke speeds Srld and Srrd of the left and right rear wheels, which are time differential values of the strokes Srl and Srr, the correction amounts ΔWdrl and ΔWdrr for the ground load difference between the left and right rear wheels are experimentally tested in advance, for example. Is calculated from the function or map determined in the vehicle, and Kr is a coefficient for converting the torque Tr into the ground load difference ΔWr between the left and right rear wheels in the steady state of the vehicle. ΔWr is calculated.
ΔWr = Kr · Tr + ΔWsrl + ΔWsrr + ΔWdrl + ΔWdrr (2)

In step 340, the coefficient for converting the longitudinal acceleration Gx of the vehicle into the ground load ratio Rwx of the front and rear wheels (the ratio of the total ground load of the left and right front wheels to the total ground load of the left and right rear wheels) in the steady state of the vehicle. And Kx, the ground load ratio Rwx of the front and rear wheels is calculated according to the following equation 3 based on the longitudinal acceleration Gx of the vehicle.
Rwx = Kx · Gx (3)

Similarly, in step 350, the lateral acceleration Gy of the vehicle in the steady state of the vehicle is determined by the right and left wheel ground load ratio Rwy (the ratio of the total ground load of the right front and rear wheels to the total ground load of the left front and rear wheels). The ground load ratio Rwy of the left and right wheels is calculated according to the following equation 4 based on the lateral acceleration Gy of the vehicle, where Ky is a coefficient for conversion to
Rwy = Ky / Gy (4)

  In step 360, the ground loads of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel are set as Wfl, Wfr, Wrl, and Wrr, respectively. The load Wi (i = fl, fr, rl, rr) is calculated.

ΔWf = Wfr−Wfl (5)
ΔWr = Wrr−Wrl (6)
Rwx = (Wfr + Wfl) / (Wrr + Wrl) (7)
Rwy = (Wfr + Wrr) / (Wfl + Wrl) (8)

  In step 370, the weight W of the vehicle is calculated as the sum of the ground load Wi of each wheel. In step 380, the active stabilizers 16 and 18 are calculated based on the ground load Wi of each wheel or the weight W of the vehicle. Information on the ground load Wi of each wheel and the weight W of the vehicle is stored in a storage means such as a RAM so that the vehicle is controlled or used for other vehicle control.

  Thus, according to the illustrated third embodiment, the ground load difference ΔWf between the left and right front wheels is calculated based on the torque Tf acting mainly on the active stabilizer device 16 for the front wheels in step 320, and mainly for the rear wheels in step 330. The ground load difference ΔWr between the left and right rear wheels is calculated based on the torque Tr acting on the stabilizer device 18, and the ground load ratio Rwx between the front and rear wheels is calculated based on the longitudinal acceleration Gx of the vehicle in step 340. Then, the ground load ratio Rwy of the left and right wheels is calculated based on the lateral acceleration Gy of the vehicle. In step 360, the ground load Wi of each wheel is calculated by solving the simultaneous equations of the above formulas 5-8. Then, the weight W of the vehicle is calculated as the sum of the ground load Wi of each wheel, and in step 380, the ground load Wi and the vehicle weight W of each wheel are calculated. Control of the vehicle is performed based.

  Accordingly, the ground load Wi and the vehicle weight W of each wheel can be reliably calculated as state quantities indicating the vehicle's travel state regardless of the vehicle's travel state, whereby the ground load Wi and the vehicle weight W of each wheel can be calculated. It is possible to accurately determine the running state of the vehicle using and to accurately perform various controls of the vehicle.

  In particular, according to the third embodiment shown in the drawing, correction amounts ΔWsfl and ΔWsfr for the ground load difference between the left and right front wheels are calculated based on the strokes of the left and right front wheels based on the strokes of the left and right front wheels, and the stroke speeds Sfld and Sfrd of the left and right front wheels are calculated. Based on this, the correction amounts ΔWdfl and ΔWdfr with respect to the ground load difference between the left and right front wheels are calculated for the damping force of the shock absorbers on the left and right front wheels, and the ground load difference ΔWf between the left and right front wheels is calculated based on the torque Tf in consideration of these correction amounts. The ground load difference ΔWf between the left and right front wheels can be calculated more accurately than when the ground load difference ΔWf between the left and right front wheels is calculated based only on the torque Tf, whereby the ground load Wi and the vehicle weight W of each wheel can be calculated. Can be calculated accurately.

  Further, according to the third embodiment shown in the drawing, correction amounts ΔWsrl and ΔWsrr for the ground load difference between the left and right rear wheels are calculated based on the strokes of the left and right rear wheels based on the strokes of the left and right rear wheels, and the stroke speeds of the left and right rear wheels are calculated. Based on Srld and Srrd, the correction amounts ΔWdrl and ΔWdrr for the difference in ground load between the left and right rear wheels are calculated for the damping force of the shock absorbers on the left and right rear wheels. Since the difference ΔWr is calculated, the ground load difference ΔWr between the left and right rear wheels can be accurately calculated as compared with the case where the ground load difference ΔWr between the left and right rear wheels is calculated based only on the torque Tr. The wheel ground load Wi and the vehicle weight W can be accurately calculated.

  The control itself in step 380 of the illustrated embodiment 3 does not form the gist of the present invention, and is known in the art as long as the ground contact load Wi or the vehicle weight W of each wheel is used. Although it may be performed in an arbitrary manner, according to the illustrated embodiment 3, the ground load Wi of each wheel can be accurately calculated, so that the optimum ground load is controlled based on the ground load Wi. Thus, the active stabilizer devices 16 and 18 are preferably controlled as follows, for example.

  9A shows an example of the ground load Wi of each wheel when the vehicle is stopped, and FIG. 9B shows an example of the ground load Wi of each wheel when the vehicle turns left. (C) shows an example of the ground load Wi of each wheel when the active stabilizer devices 16 and 18 are controlled in the situation of FIG. 9B, and the unit of the ground load Wi of each wheel is kgf. is there.

  As shown in FIG. 9B, when the vehicle turns to the left, the ground loads Wfl and Wrl of the left front and rear wheels that are the inner turning wheels decrease due to the load movement, and the right front and rear wheels that are the outer turning wheels contact the ground. The loads Wfr and Wrr increase, and the vehicle rolls outward. In this situation, when the vehicle tends to drift out, it is preferable to increase the ground load Wfr of the outer front wheel to increase its frictional circle and increase its lateral force, and the vehicle tends to spin. Sometimes, it is preferable to increase the lateral force by increasing the ground load Wrr of the rear outer wheel and increasing the friction circle.

  In order to increase the ground contact load Wfr of the turning outer front wheel, (1) the set load of the front wheel active stabilizer device 16 is increased, (2) the set load of the rear wheel active stabilizer device 18 is decreased, (3) Any one of the controls (1) and (2) may be performed. Even if the set load of the active stabilizer device 16 or 18 is changed, the sum Wfl + Wfr of the left and right wheels and the sum Wrl + Wrr of the front and rear wheels are not substantially changed. When the ground load difference Wfr-Wfl is increased, the ground load difference Wrr-Wrl of the left and right rear wheels is decreased. When the ground load difference Wrr-Wrl of the left and right rear wheels is decreased by the control of (2) above, The ground load difference Wfr-Wfl increases. Therefore, by any of the controls (1) to (3), the ground load Wfr of the outer front wheel can be increased and the lateral force can be increased.

  Further, in order to increase the ground contact load Wrr of the rear outer wheel, (4) the set load of the front wheel active stabilizer device 16 is decreased, (5) the set load of the rear wheel active stabilizer device 18 is increased, 6) Any control of performing both (4) and (5) above may be performed. If the ground load difference Wfr-Wfl of the left and right front wheels is reduced by the control (4), the ground load difference Wrr-Wrl of the left and right rear wheels is increased, and the ground load difference Wrr of the left and right rear wheels is controlled by the control (5). When -Wrl is increased, the ground load difference Wrr-Wrl between the left and right front wheels decreases. Therefore, by any of the controls (4) to (6), the ground load Wrr of the rear outer wheel can be increased and the lateral force can be increased.

  Thus, when there is a possibility that the vehicle is in a drift-out state, the ground load Wfr of the outer front wheel is increased by the control of any of the above (1) to (3), and the lateral force is increased to enter the drift-out state. When the fear can be reduced and there is a possibility that the vehicle is in a spin state, the ground load Wrr of the rear outer wheel is increased by the control of any of the above (4) to (6), and the lateral force is increased. Can be reduced to reduce the possibility of being in a spin state, and the turning performance of the vehicle can be improved.

  Further, according to the third embodiment shown in the drawing, the ground contact load Wi of each wheel can be accurately calculated, so that the target ground load Wti (i = fl, fr, rl) of each wheel for improving the turning performance of the vehicle is achieved. Rr) is calculated according to the running state of the vehicle, and the set load of the front wheel active stabilizer device 16 or the rear wheel active stabilizer device 18 is controlled so that the ground load Wi of each wheel becomes the target ground load Wti. Is possible. In this case, the damping force of the shock absorber of each wheel and the set load of the suspension spring may be controlled independently or in addition to the control of the active stabilizer device 16 or 18.

  Further, according to the illustrated third embodiment, the ground load Wi of each wheel can be accurately calculated, so that the position of the center of gravity of the vehicle viewed from above the vehicle can be estimated. That is, as shown in FIG. 9, the position of the center of gravity 102 of the vehicle takes the internal dividing points Pf, Pr, Ql, Qr of the inverse ratio of the grounding load Wi on the line segment connecting the grounding points of the respective wheels. Since it is obtained as the intersection of the line segment connecting the internal dividing points Pf and Pr and the line segment connecting the internal dividing points Ql and Qr, the vehicle is based on the ground load Wi of each wheel, the tread Tw of the vehicle, and the wheel base Lw of the vehicle. The position of the center of gravity 102 can be accurately estimated.

  Further, according to the third embodiment shown in the drawing, since the position of the center of gravity of the vehicle viewed from above the vehicle can be accurately estimated as described above, for example, the pitch angle θp and roll of the vehicle based on the stroke Si of each wheel. The angle θr is calculated, and the height of the center of gravity of the vehicle is estimated based on the position of the center of gravity of the vehicle and the pitch angle θp and roll angle θr of the vehicle before and after the set load control of the active stabilizer device 16 or 18. Thus, the three-dimensional position of the center of gravity of the vehicle can be estimated.

  Further, according to the third embodiment shown in the drawing, since the three-dimensional position of the weight W and the center of gravity of the vehicle can be estimated as described above, (A) the center of gravity of the vehicle deviates from the position when the vehicle stops when braking. The braking load distribution of each wheel is controlled to suppress the resulting vehicle behavior, and (B) the set load of the suspension springs of each wheel to reduce the vehicle pitch and roll during vehicle acceleration / deceleration and turning. Or (C) In the behavior control by controlling the braking / driving force of the wheel, the vehicle behavior state (spin state and drift-out state) is accurately estimated, and thereby the behavior control is accurately controlled. can do.

  Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.

  For example, in the first and second embodiments described above, the front wheel is provided with an active stabilizer device, and in the above-described third embodiment, the front wheel and the rear wheel are provided with active stabilizer devices. When the load is not controlled, the active stabilizer device in each of the above embodiments may be a normal stabilizer device.

  In the first and second embodiments described above, when it is determined that the roll of the vehicle is a roll caused by steering or crosswind, the roll is a roll caused by steering or a roll caused by crosswind. However, when it is determined that the vehicle roll is a roll caused by steering or crosswind, the direction of the torque or the direction of the vehicle roll and the steering angle are determined. Even if the vehicle roll is determined to be a roll caused by steering or a roll caused by cross wind based on the relationship with the estimated lateral acceleration of the vehicle estimated from the steering angle and vehicle speed. Good.

  In the first and second embodiments described above, in steps 70, 170, and 200, the direction of the turning or crosswind, the bounce of the wheel, and the rebound are determined based on the relationship between the sign of the torque Tf and the sign of the roll rate Rr. However, these determinations may be modified so as to be determined by, for example, the relationship between the sign of the torque Tf and the sign of the roll R when the reference value is exceeded.

  In the first and second embodiments described above, the roll amount R of the vehicle is calculated as the stroke deviation Sfr-Sfl of the left and right front wheels. However, the roll amount R of the vehicle is determined by using the tread of the vehicle as Td. May be calculated as (Sfr−Sfl) / Td, and the average value of the strokes of the left front and rear wheels is Sal (= (Sfl + Sfr) / 2), and the average value of the strokes of the right front and rear wheels is Sar (= (Sfr + Srr). ) / 2), the roll amount R of the vehicle may be calculated as Sar-Sal or (Sar-Sal) / Td.

  Further, in the above-described third embodiment, the contact load Wi of each wheel and the weight W of the vehicle are calculated every cycle. For example, the contact load difference ΔWf between the left and right front wheels, Deviations from the previous values of the ground load difference ΔWr, the front and rear wheel ground load ratio Rwx, and the left and right wheel ground load ratio Rwy are calculated, and when the magnitudes of all these deviations are less than the corresponding reference values, The ground contact load Wi and the vehicle weight W may be corrected so that the previous values are maintained without being calculated.

BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic block diagram which shows Example 1 of the driving | running | working state determination apparatus of the vehicle by this invention applied to the vehicle by which the active stabilizer apparatus was provided in the front wheel. Example 1 3 is a flowchart illustrating a main part of a traveling state determination control routine in the first embodiment. Example 1 6 is a flowchart showing the remaining part of the vehicle travel state determination control routine in the first embodiment. Example 1 When the vehicle turns left by the driver's steering, the explanatory view (A) showing the roll state of the vehicle as seen from the rear of the vehicle, the torque acting on the active stabilizer device as seen from above the vehicle FIG. 6B is a graph (C) showing an example of changes in the steering angle θ, the torque Ts detected by the torque sensor, the stroke of the right front wheel Str, and the roll amount R of the vehicle. When the left front wheel is pushed up by the convex part of the road surface, the explanatory view (A) showing the roll state of the vehicle as seen from the rear of the vehicle, the state of the torque acting on the active stabilizer device as seen from above the vehicle FIG. 6B is a graph (C) showing an example of changes in the torque Ts detected by the torque sensor, the left front wheel stroke Stl, and the roll amount R of the vehicle. 7 is a flowchart showing a vehicle running state determination control routine according to a second embodiment of the embodiment of the vehicle traveling state determination device according to the present invention applied to a vehicle in which an active stabilizer device is provided on a front wheel. (Example 2) It is a schematic block diagram which shows Example 3 of the traveling state determination apparatus of the vehicle by this invention applied to the vehicle by which the active stabilizer apparatus was provided in the front wheel and the rear wheel. (Example 3) 12 is a flowchart showing a vehicle travel state determination control routine in a third embodiment. (Example 3) (A) shows an example of the ground load Wi of each wheel when the vehicle is stopped, (B) shows an example of the ground load Wi of each wheel when the vehicle turns left, and (C) shows (B) ) Shows an example of the ground load Wi of each wheel when the active stabilizer device is controlled. (Example 3)

Explanation of symbols

DESCRIPTION OF SYMBOLS 16 Active stabilizer apparatus 18 Normal stabilizer apparatus 20 Actuator 22 Torque sensor 24, 30 Electronic controller 26 Roll rate sensor 28FL-28RR Stroke sensor 32FL-32RR Shock absorber 34 Longitudinal acceleration sensor 36 Lateral acceleration sensor 36

Claims (4)

  A vehicle running state determination device having a stabilizer provided with a torque sensor in a torsion bar portion, and the vehicle after the magnitude of torque detected by the torque sensor exceeds a reference value and a time equal to or longer than a reference time has elapsed. The vehicle running state determination device according to claim 1, wherein when the roll is generated, the roll is determined to be a roll caused by a disturbance from a road surface.   When the magnitude of torque detected by the torque sensor becomes equal to or greater than the reference value, and then the vehicle rolls before the time equal to or greater than the reference time elapses, the roll is caused by steering or crosswind. The vehicle travel state determination device according to claim 1, wherein In the vehicle running state determination device having a stabilizer provided with a torque sensor in the torsion bar portion, it has roll detection means for detecting the roll of the vehicle based on the bounce and rebound of the wheel, and when the roll of the vehicle occurs, Based on the relationship between the direction of the torque detected by the torque sensor and the direction of the roll of the vehicle detected by the roll detection means , the roll of the vehicle is caused by a disturbance from the road surface or caused by steering or crosswind A vehicle running state determination device, characterized in that it is determined whether or not a roll is to be operated. Torque detected by the torque sensor provided in the front wheel and rear wheel stabilizers in a vehicle running state determination device having a front wheel and rear wheel stabilizer provided with a torque sensor in the torsion bar portion left and right wheels and the ground load difference of the left and right front wheel ground load difference and the left and right rear wheels, a ground load ratio of the front and rear wheels are estimated based on the longitudinal acceleration of the vehicle, which is estimated based on the lateral acceleration of the vehicle estimated respectively based on the A vehicle running state determination device that calculates a ground load or a vehicle weight of each wheel based on a ground load ratio.

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