JP4241316B2 - Vehicle behavior control device - Google Patents

Description

  The present invention relates to a vehicle behavior control device that controls the behavior of a vehicle.

Conventionally, as a control device for controlling a vehicle in consideration of tire air pressure, as disclosed in Japanese Patent Laid-Open No. 2-175403, tire air pressure detecting means for detecting tire air pressure of front and rear wheels is provided, and the tire air pressure detection is performed. It is known that the wheel load of a predetermined wheel is changed by a wheel load adjusting mechanism based on the tire air pressure detected by the means. This control device changes the wheel load of a predetermined wheel based on the tire pressure to neutralize the understeering or oversteering tendency of the steering characteristics of the vehicle, and even when the tire pressure fluctuates, It is intended to ensure running stability.
JP-A-2-175403

  By the way, also in the vehicle behavior control for controlling the behavior of the vehicle based on the yaw rate of the vehicle, it is desirable to control the behavior of the vehicle according to the state of the tire pressure when the tire pressure varies. For example, in the case of a puncture or the like, the tire pressure may decrease, the vehicle state may tilt to the left or right, and the vehicle may continue to travel straight even when the steering wheel is turned. In such a case, the steering angle of the wheel and the traveling direction of the vehicle are inconsistent. Therefore, if the vehicle behavior control is performed based on the steering angle of the steering wheel based on the steering angle of such a wheel, inappropriate control is performed. Thus, the desired vehicle behavior control cannot be performed.

  Accordingly, the present invention has been made to solve such problems, and an object of the present invention is to provide a vehicle behavior control device that can suppress inappropriate vehicle behavior control when the tire air pressure decreases. .

That is, the vehicle behavior control device according to the present invention is a vehicle behavior control device that controls the behavior of the vehicle according to the output of the steering angle sensor, and means for determining whether or not the vehicle is in a straight traveling state, When it is determined that the vehicle is in a state, if the tire pressure of the vehicle is lower than a predetermined value , correction of the output zero point of the steering angle sensor is suppressed.

According to the present invention, the correction of the output zero point of the steering angle sensor is suppressed when the vehicle continues to travel straight with the tire air pressure lower than a predetermined value and the steering wheel turned in a certain direction. For this reason, the correction of the output zero point of the steering angle sensor is performed improperly, and inappropriate behavior control based on the inappropriate output of the steering angle sensor can be suppressed.

Further, the vehicle behavior control device according to the present invention is characterized in that when the air pressure of the tire of the vehicle is lower than a predetermined value, the output zero point of the steering angle sensor is not corrected.

According to the present invention, the zero output of the steering angle sensor is not corrected when the vehicle continues to run straight with the tire air pressure lower than a predetermined value and the steering wheel turned in a certain direction. For this reason, the correction of the output zero point of the steering angle sensor is improperly performed, and inappropriate behavior control based on the inappropriate output of the steering angle sensor can be prevented.

  The vehicle behavior control apparatus according to the present invention is characterized in that when the tire pressure of the vehicle is lower than a predetermined value, the threshold value for starting the behavior control is increased to make it difficult to start the behavior control.

  According to the present invention, when the tire pressure is lower than a predetermined value and the steering wheel is turned in a certain direction and the vehicle continues to travel straight, the behavior control start threshold is increased to make it difficult to start the behavior control. Accordingly, it is possible to suppress the behavior control from being performed immediately in a state where the turning angle of the wheel and the traveling direction of the vehicle do not coincide with each other, and it is possible to prevent inappropriate behavior control from being performed.

  According to the present invention, inappropriate vehicle behavior control can be suppressed when the tire air pressure decreases.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted.
(First embodiment)
FIG. 1 is a schematic configuration diagram of a vehicle behavior control device according to a first embodiment of the present invention, and FIG. 2 is a hydraulic circuit diagram of a brake system in the vehicle behavior control device.

As shown in FIG. 1 and FIG. 2, the vehicle behavior control apparatus according to the present embodiment includes the wheels 15 _FL , 15 _FR , 15 _RR , 15 _RL (subscripts FL, FR, RR, RL are the left front wheel, the right wheel, respectively) The components corresponding to the front wheel, the left rear wheel, and the right rear wheel are represented. Hereinafter, the components corresponding to all four wheels are represented at a time such as wheels 15 _FL to 15 _RR . A brake ECU 1 that controls the hydraulic pressure supplied to the provided wheel cylinders 31 _{FL to} 31 _RR is provided. Further, the vehicle behavior control device includes a hydro booster 2 that generates hydraulic pressure to be supplied to each of the wheel cylinders 31 _{FL to} 31 _RR , and a brake actuator 3 that controls the hydraulic pressure based on an instruction from the brake ECU 1.

The brake ECU 1 includes output signals from the hydraulic pressure sensors 32, 33, wheel cylinder pressure sensors 34 _{FL to} 34 _RR , and accumulator pressure sensors 27, 28 for detecting the hydraulic pressure at various points in the brake system, which will be described later. And each sensor for detecting the vehicle state amount and the steering amount, for example, the wheel speed sensors 16 _{FL to} 16 _RR for detecting the wheel speed provided on each wheel, the yaw rate sensor 42 for detecting the yaw rate of the vehicle, Output signals of a lateral acceleration sensor 44 that detects lateral acceleration, a steering angle sensor 46 that detects a steering angle steered by the driver, and an air pressure sensor 47 that detects the tire air pressure of the vehicle are input. Further, the brake ECU 1 has a function of controlling the operation of the solenoid valves 35 _{FL to} 35 _RR , 36 _{FL to} 36 _RR , 37 to 40 and the pump 24 in the actuator 3.

  The hydro booster 2 is connected to the brake pedal 11 and generates a hydraulic pressure corresponding to the brake depression force, and is configured around a master cylinder 21 having a booster function for increasing the hydraulic pressure, and stores brake fluid as hydraulic oil. The reservoir 22, the electric pump 24 that increases the hydraulic pressure of the brake fluid supplied from the reservoir 22, the accumulator 23 that stores the high pressure generated by the pump 24, and the pressure generated by the pump 24 reaches a predetermined high pressure or higher. And a relief valve 25 for returning the brake fluid to the reservoir 22. Accumulator pressure sensors 27 and 28 are disposed between the accumulator 23 and the brake actuator 3. Accumulator pressure sensors 27 and 28 have different measurement ranges.

Brake actuator 3 is for controlling the hydraulic pressure supplied to each wheel cylinder 31 _FL ~31 _RR, vacuum and linear solenoid valves 35 _FL to 35 _RR for holding corresponding to the respective wheel cylinders 31 _FL ~31 _RR Linear solenoid valves 36 _{FL to} 36 _RR for wheel cylinders and wheel cylinder pressure sensors 34 _{FL to} 34 _RR for detecting wheel cylinder pressure are provided. Further, switching solenoid valves 37 to 40 for supplying hydraulic pressure supplied from the master cylinder 21 at the time of system failure, and master pressure sensors 32 and 33 for detecting the master cylinder pressure are provided.

The holding linear solenoid valve 35 _{FL to} 35 _RR and the pressure reducing linear solenoid valve 36 _{FL to} 36 _RR are all connected in series to each other, and the wheel cylinder 31 to which the pipe branched from the middle corresponds. Connected to _{FL to} 31 _RR . Wheel cylinder pressure sensors 34 _{FL to} 34 _RR are arranged on these pipes, respectively. Both ends of the holding linear solenoid valves 35 _{FL to} 35 _RR and the pressure reducing linear solenoid valves 36 _{FL to} 36 _RR are connected in parallel between the accumulator 23 and the reservoir 22, respectively.

Master pressure sensors 32 and 33 are respectively disposed on the two pipes extending from the master cylinder 21 and connected to the pipes extending to the wheel cylinders 31 _FR and 31 _RR through switching solenoid valves 37 and 38, respectively. Further, the front wheel wheel cylinders 31 _FR and 31 _FL are connected to each other via a switching solenoid valve 39, and the rear wheel wheel cylinders 31 _RR and 31 _RL are connected to each other via a switching solenoid valve 40.

Here, the linear solenoid valves 35 _{FL to} 35 _RR and 36 _{FL to} 36 _RR are all closed when OFF, and control the flow rate in proportion to the control current when ON, and the switching solenoid valves 37 to 40 are all. It opens when it is OFF, and closes when it is ON.

Therefore, at the time of system failure, the linear solenoid valves 35 _{FL to} 35 _RR and 36 _{FL to} 36 _RR are all closed, but the switching solenoid valves 37 to 40 are all open, so that they are generated by the master cylinder 2. The hydraulic pressure is supplied directly to each of the wheel cylinders 31 _{FL to} 31 _RR , so that a necessary braking force can be secured.

Under normal conditions, the brake ECU 1 refers to the detected values of the wheel cylinder pressure sensors 34 _{FL to} 34 _RR so that the hydraulic pressure applied to the wheel cylinders 31 _{FL to} 31 _RR becomes the set control oil pressure Pc, respectively. The valves 35 _{FL to} 35 _RR and 36 _{FL to} 36 _RR and the operation of the pump motor 24 are controlled.

Specifically, the case of the right front wheel 15 _FR will be described as an example. When the current wheel cylinder pressure Pm is lower than the control oil pressure Pc, that is, when pressure increase is necessary (hereinafter referred to as pressure increase mode), By closing the linear solenoid valve 36 _FL and opening the holding linear solenoid valve 35 _FR , the high pressure brake fluid on the accumulator 23 side is supplied to the wheel cylinder 31 _FR to increase its pressure.

Further, when the current wheel cylinder pressure Pm matches the control oil pressure Pc and needs to be held (hereinafter referred to as a holding mode), the brake fluid is turned off by closing the linear solenoid valves 35 _FL and 36 _FR. The cylinder 31 is held so as not to come off from the _FR side, and the pressure is held.

When the current wheel cylinder pressure Pm is higher than the control oil pressure Pc, that is, when pressure reduction is necessary (hereinafter referred to as pressure reduction mode), the pressure reducing linear solenoid valve 36 _FL is opened and the holding linear solenoid valve is opened. By closing the 35 _FR , a part of the brake fluid is returned to the reservoir 22 from the wheel cylinder 31 side to reduce the pressure.

  In the actuator 3 of FIG. 2, a linear solenoid valve is used for holding and decompressing, but control hydraulic pressure may be controlled by duty control using a switching solenoid valve. Further, the actuator for controlling the hydraulic pressure of the wheel cylinder 31 is not limited to the actuator 3 in FIG. 2, and may have other configurations and structures as long as the hydraulic pressure of the wheel cylinder 31 can be controlled. .

  Next, the operation of the vehicle behavior control device of this embodiment will be described.

The vehicle behavior control device according to the present embodiment controls vehicle behavior according to the output of the steering angle sensor 46 as basic vehicle behavior control. For example, the steering angle of the steering wheel, the vehicle speed, the yaw rate of the vehicle, Based on the lateral acceleration of the vehicle, the turning state of the vehicle is determined, and the brake ECU 1 appropriately adjusts the hydraulic pressure applied to the wheel cylinders 31 _{FL to} 31 _RR as necessary to control the behavior of the vehicle when turning.

  Further, the vehicle behavior control apparatus according to the present embodiment performs the control process shown in FIG. 3 when performing basic vehicle behavior control.

  As shown in S10 of FIG. 3, it is first determined whether or not the vehicle is traveling straight. This determination is made based on the output signal of the yaw rate sensor 42. Here, when it is determined that the vehicle is not in the straight traveling state, after the reset process is performed (S12), the control process is terminated. The reset process is a process of resetting the integration number n by storing zero in the integration number n of the yaw rate deviation ΔYr.

  On the other hand, when it is determined in S10 that the vehicle is traveling straight, it is determined whether or not the number n of yaw rate deviation ΔYr integration is smaller than the predetermined number T1 (S14). The predetermined number of times T1 is a set value set in the brake ECU 1 in advance. When it is determined that the accumulated number n of the yaw rate deviation ΔYr is smaller than the predetermined number T1, the current yaw rate deviation ΔYr is added to the previous accumulated value Yacc (n−1) as the accumulated value Yacc (n) of the yaw rate deviation ΔYr. The value is stored, and n + 1 is stored as the integration number n (S16). Then, the process returns to S10.

  Here, the yaw rate deviation ΔYr is calculated by the difference between the actual yaw rate and the yaw rate target value, that is, | Yr−YrRef |. Yr is an actual yaw rate value and is a value based on the output signal of the yaw rate sensor 42. YrRef is a yaw rate target value, for example, a value calculated based on the steering angle of the steering wheel and the vehicle speed.

  On the other hand, when it is determined in S14 that the accumulated number n of the yaw rate deviation ΔYr is not smaller than the predetermined number T1, a value obtained by dividing the accumulated value Yacc (n) by the accumulated number T1 is stored as the average value K1 of the yaw rate deviation ΔYr. (S18).

  Then, the process proceeds to S20, and it is determined whether or not the tire air pressure has dropped below a predetermined pressure. The tire air pressure is a pressure based on the output signal of the air pressure sensor 47. The predetermined pressure is a set value set in advance in the brake ECU 1. In this case, if even one of the four-wheel tires has a tire pressure lower than a predetermined pressure, it is preferable to determine that the air pressure has dropped.

  When it is determined that the tire air pressure has not dropped below the predetermined pressure, Thvsc1 is stored as the vehicle behavior control start threshold Thvsc (S22). Thvsc1 is a control start threshold value used when the vehicle is in a normal state where there is no decrease in tire air pressure, and is set in the brake ECU 1 in advance.

  Then, it is determined whether or not the steering angle correction permission condition is satisfied (S24). As the steering angle correction permission condition, for example, the normal operation of the steering angle sensor 46 is set. When it is determined that the steering angle correction permission condition is not satisfied, the control process is terminated. On the other hand, when it is determined that the steering angle correction permission condition is satisfied, a steering angle correction process is performed (S26). The steering angle correction process is a process of correcting the output zero point of the steering angle sensor 46, and is a process of setting the output of the steering angle sensor 46 to zero when the vehicle is traveling straight.

  On the other hand, when it is determined in S20 that the tire air pressure has dropped below a predetermined pressure, Thvsc1 + Thvsc2 is stored as the vehicle behavior control start threshold value Thvsc (S28). Thvsc2 is an increase in the control start threshold value, and when it is added to the control start threshold value Thvsc, the vehicle behavior control becomes difficult to operate immediately. This Thvsc2 is set in the brake ECU 1 in advance. The Thvsc2 is preferably set based on the yaw rate deviation average value K1, as shown in FIG. For example, it is preferable to set the value of Thvsc2 larger as the yaw rate deviation average value K1 is larger. Then, after the process of S28 is finished, the control process is finished without performing the steering angle correction.

  As described above, according to the vehicle behavior control apparatus according to the present embodiment, when the air pressure of the vehicle tire is lower than the predetermined value, the output correction of the steering angle sensor 46 is not performed. As a result, when the vehicle continues to run straight even when the tire air pressure is lower than a predetermined value and the steering wheel is turned in a certain direction, the output correction of the steering angle sensor 46 is not performed. Accordingly, it is possible to prevent the output correction of the steering angle sensor 46 from being performed inappropriately and improper behavior control based on the inappropriate sensor output.

  Further, according to the vehicle behavior control apparatus according to the present embodiment, when the tire pressure of the vehicle is lower than a predetermined value, the threshold value Thvsc for starting the behavior control is increased to make it difficult to start the behavior control. Thereby, it is possible to suppress the behavior control from being performed immediately in a state where the turning angle of the wheel and the traveling direction of the vehicle do not coincide with each other, and it is possible to prevent inappropriate behavior control from being performed.

In the present embodiment, the case where the output correction of the steering angle sensor 46 is not performed when the tire air pressure of the vehicle is lower than a predetermined value has been described. However, the vehicle behavior control device according to the present invention is such as that. The present invention is not limited to this, and the output correction of the steering angle sensor 46 may be suppressed when the air pressure of the vehicle tire is lower than a predetermined value. For example, when the tire pressure of the vehicle is lower than a predetermined value, the output correction of the steering angle sensor 46 is not immediately prohibited, but the output correction of the steering angle sensor 46 is prohibited only when other conditions are satisfied. It may be.
(Second embodiment)
Next, the vehicle behavior control apparatus according to the second embodiment will be described.

  The vehicle behavior control device according to the present embodiment has the same hardware configuration as the vehicle behavior control device according to the first embodiment shown in FIGS. 1 and 2, and the vehicle behavior control device according to the first embodiment and Similar basic vehicle behavior control is performed. However, the vehicle behavior control device according to the present embodiment is different from the vehicle behavior control device according to the first embodiment in that the output correction of the acceleration sensor is not performed when the tire pressure of the vehicle decreases.

  FIG. 5 shows a flowchart of control processing in the vehicle behavior control apparatus according to the present embodiment.

  As shown in S40 of FIG. 5, it is first determined whether or not the vehicle is stopped. This determination is made based on the output signal of the wheel speed sensor 16. Here, when it is determined that the vehicle is not in a stopped state, a reset process is performed (S42), and then the control process is terminated. The reset process is a process of storing zero in the cumulative number m of the lateral acceleration GY and resetting the cumulative number m.

  On the other hand, when it is determined in S40 that the vehicle is in a stopped state, it is determined whether or not the cumulative number m of lateral acceleration GY is smaller than the predetermined number T2 (S44). The predetermined number of times T2 is a set value that is set in the brake ECU 1 in advance. When it is determined that the cumulative number m of the lateral acceleration GY is smaller than the predetermined number T2, the current lateral acceleration GY is added to the previous cumulative value GYacc (m-1) as the cumulative value GYacc (m) of the lateral acceleration GY. The value is stored, and m + 1 is stored as the number of integrations m (S46). Then, the process returns to S40. Here, the lateral acceleration GY is a value based on the output signal of the lateral acceleration sensor 44.

  On the other hand, when it is determined in S44 that the cumulative number m of the lateral acceleration GY is not smaller than the predetermined number T2, the value obtained by dividing the cumulative value GYacc (m) by the cumulative number T2 is stored as the average value K1 of the lateral acceleration GY. (S48).

  Then, the process proceeds to S50, where it is determined whether or not the tire air pressure has dropped below a predetermined pressure. The tire air pressure is a pressure based on the output signal of the air pressure sensor 47. The predetermined pressure is a set value set in advance in the brake ECU 1. In this case, if even one of the four-wheel tires has a tire pressure that is reduced below a predetermined pressure, it is determined that the air pressure has dropped.

  When it is determined that the tire air pressure has not decreased below the predetermined pressure, Thvsc1 is stored as the vehicle behavior control start threshold Thvsc (S52). Thvsc1 is a control start threshold value used when the vehicle is in a normal state where there is no decrease in tire air pressure, and is set in the brake ECU 1 in advance.

  Then, it is determined whether or not an acceleration correction permission condition is satisfied (S54). As the acceleration correction permission condition, for example, the normal operation of the lateral acceleration sensor 44 is set. When it is determined that the acceleration correction permission condition is not satisfied, the control process is terminated. On the other hand, when it is determined that the acceleration correction permission condition is satisfied, an acceleration correction process is performed (S26). The acceleration correction process is a process of correcting the output zero point of the lateral acceleration sensor 44, and is a process of setting the output of the lateral acceleration sensor 44 to zero when the vehicle is stopped.

  On the other hand, when it is determined in S50 that the tire air pressure has dropped below the predetermined pressure, Thvsc1 + Thvsc3 is stored as the vehicle behavior control start threshold Thvsc (S58). Thvsc3 is an increase in the control start threshold value, and when it is added to the control start threshold value Thvsc, the vehicle behavior control becomes difficult to operate immediately. This Thvsc3 is set in the brake ECU 1 in advance. The Thvsc3 is preferably set based on the yaw rate deviation average value K2, as shown in FIG. For example, it is preferable that the value of Thvsc3 is set larger as the average value K2 of the lateral acceleration is larger. Then, after the process of S58 is finished, the control process is finished without performing acceleration correction.

  As described above, according to the vehicle behavior control device according to the present embodiment, when the tire pressure of the vehicle is lower than a predetermined value, the output correction of the lateral acceleration sensor 44 is not performed. Thereby, when the lateral acceleration sensor 44 detects the lateral acceleration in a state where the vehicle is stopped and not receiving the lateral acceleration, the output correction of the lateral acceleration sensor 44 is not performed. Accordingly, it is possible to prevent the output correction of the lateral acceleration sensor 44 from being performed inappropriately and improper behavior control based on the inappropriate sensor output.

  Further, according to the vehicle behavior control apparatus according to the present embodiment, when the tire pressure of the vehicle is lower than a predetermined value, the threshold value Thvsc for starting the behavior control is increased to make it difficult to start the behavior control. As a result, it is possible to suppress immediate behavior control in a state where the acceleration actually applied to the vehicle and the output value of the acceleration sensor do not match, and to prevent inappropriate behavior control from being performed.

  In the present embodiment, the case where the output correction of the lateral acceleration sensor 44 is not performed when the tire air pressure of the vehicle is lower than a predetermined value has been described. However, the vehicle behavior control device according to the present invention is as such. The present invention is not limited, and output correction of the lateral acceleration sensor 44 may be suppressed when the air pressure of the vehicle tire is lower than a predetermined value. For example, when the tire pressure of a vehicle is lower than a predetermined value, the output correction of the lateral acceleration sensor 44 is not immediately prohibited, but the output correction of the lateral acceleration sensor 44 is prohibited only when other conditions are satisfied. It may be.

In the above-described embodiment, the case where the output correction of the lateral acceleration sensor 44 is suppressed or prohibited when the tire pressure of the vehicle is lower than a predetermined value has been described. However, the vehicle behavior control device according to the present invention is The present invention is not limited to this, and output correction of an acceleration sensor that detects acceleration in the front-rear direction of the vehicle when the tire pressure of the vehicle is lower than a predetermined value may be suppressed or prohibited.
(Third embodiment)
Next, the vehicle behavior control apparatus according to the second embodiment will be described.

  The vehicle behavior control device according to the present embodiment has the same hardware configuration as the vehicle behavior control device according to the first embodiment shown in FIGS. 1 and 2, and the vehicle behavior control device according to the first embodiment and The same basic vehicle behavior control is performed, and control processing similar to that of the vehicle behavior control device according to the first embodiment shown in FIG. 3 or control similar to that of the vehicle behavior control device according to the second embodiment shown in FIG. The processing is performed.

  And the vehicle behavior control apparatus which concerns on this embodiment performs the arithmetic processing as shown in FIG. 7 according to the air pressure of the tire of a vehicle.

  As shown in S70 of FIG. 7, it is determined whether or not the tire air pressure has dropped below a predetermined pressure. The tire air pressure is a pressure value based on the output signal of the air pressure sensor 47. The predetermined pressure is a set value set in advance in the brake ECU 1.

  Then, when it is determined that the tire air pressure has not dropped below the predetermined pressure, an estimated value estimated based on the deviation between the left and right wheel speeds of the vehicle is stored as a yaw rate estimated value (S72). That is, (Vwr−Vwl) / Trad is stored as the yaw rate estimated value Yrvw. Vwr is the wheel speed of the right wheel, Vwl is the wheel speed of the left wheel, and Trad is the distance between the left and right wheels of the vehicle.

  On the other hand, when it is determined that the tire air pressure has dropped below the predetermined pressure, the yaw rate value Yr based on the output signal of the yaw rate sensor 42 is stored as the yaw rate estimated value Yrvw (S74). Then, the control process ends.

  According to the vehicle behavior control apparatus according to this embodiment, the output value of the yaw rate sensor 42 is replaced with the yaw rate instead of the yaw rate estimated value estimated based on the wheel speed when the tire air pressure is lower than the predetermined air pressure value. Set as an estimate. Then, by performing predetermined calculation processing using the yaw rate sensor 42, it is possible to prevent inappropriate calculation processing from being performed.

  That is, when the tire air pressure is lower than a predetermined air pressure value, there is a possibility that the deviation of the estimated yaw rate based on the wheel speed becomes larger than the actual yaw rate due to the decrease in air pressure. If calculation processing is performed using such an inappropriate yaw rate estimation value, an inappropriate calculation result may be generated. On the other hand, it is possible to prevent inappropriate calculation processing by using the yaw rate value detected by the yaw rate sensor 42 as the yaw rate estimated value instead of the estimated value based on the wheel speed.

  This is particularly effective when the calculation process is an abnormality detection process for detecting an abnormality of the yaw rate sensor 42. That is, it is possible to avoid a situation where the yaw rate sensor 42 operating normally due to a decrease in tire air pressure is detected as abnormal.

1 is a schematic configuration diagram of a vehicle behavior control device according to a first embodiment of the present invention. FIG. 2 is a hydraulic circuit diagram in the vehicle behavior control device of FIG. 1. It is a flowchart of the control processing in the vehicle behavior control apparatus of FIG. It is explanatory drawing of the setting process of the behavior control threshold value in the control processing of FIG. It is a flowchart of the control processing in the vehicle behavior control apparatus which concerns on 2nd embodiment. It is explanatory drawing of the setting process of the behavior control threshold value in the control processing of FIG. It is a flowchart of the control processing in the vehicle behavior control apparatus which concerns on 3rd embodiment.

Explanation of symbols

1 ... brake ECU, 2 ... hydraulic booster, 3 ... brake actuator, 15 _FL to 15 _RR ... each wheel, 16 _FL ~ 16 _RR ... wheel speed sensor, 11 ... brake pedal, 21 ... master cylinder, 22 ... reservoir, 23 ... Accumulator, 24 ... Pump, 25 ... Relief valve, 27, 28 ... Accumulator pressure sensor, 31 _{FL to} 31 _RR ... Wheel cylinder, 32, 33 ... Master pressure sensor, 34 _{FL to} 34 _RR ... Wheel cylinder pressure sensor, 35 _FL to 35 _RR ... Linear solenoid valve for holding, 36 _{FL to} 36 _RR ... Linear solenoid valve for pressure reduction, 37 to 40 ... Switching solenoid valve, 42 ... Yaw rate sensor, 44 ... Lateral acceleration sensor, 46 ... Steering angle sensor, 47 ... Tire pressure Sensor.

Claims (3)

In the vehicle behavior control device that controls the behavior of the vehicle according to the output of the steering angle sensor,
Means for determining whether or not the vehicle is traveling straight;
In the case where it is determined that the vehicle is in a straight traveling state, if the tire air pressure of the vehicle is lower than a predetermined value , the correction of the output zero point of the steering angle sensor is suppressed.
A vehicle behavior control device. 2. The vehicle behavior control device according to claim 1, wherein the output zero point of the steering angle sensor is not corrected when an air pressure of a tire of the vehicle is lower than a predetermined value. 3. The vehicle behavior control device according to claim 1, wherein when the tire pressure of the vehicle is lower than a predetermined value, the behavior control is made difficult to start by increasing a threshold value for starting the behavior control. 4. .

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