JP4385919B2 - Vehicle behavior control device - Google Patents

Description

  The present invention relates to a vehicle behavior control device that controls vehicle behavior when a vehicle turns.

Conventionally, as a vehicle behavior control device for controlling the vehicle behavior at the time of turning of the vehicle, as described in Japanese Patent Laid-Open No. 5-104973, the turning of the vehicle is determined based on the vehicle body speed and the lateral acceleration, and differential restriction is performed. The tuck-in phenomenon is to be prevented by controlling the torque and reducing the turning moment by generating a moment opposite to the turning by the braking force acting on the left and right rear wheels.
JP-A-5-104973

  With such an apparatus, it is difficult to appropriately suppress the behavior state of the vehicle. That is, in the above-described apparatus, a moment opposite to the turning of the vehicle is generated by the braking force of the rear wheel, but it is difficult to accurately grasp how much the opposite moment should be applied. For this reason, it is difficult to perform appropriate vehicle behavior control.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle behavior control device capable of accurately calculating a moment applied to a vehicle and performing appropriate vehicle behavior control.

  That is, the vehicle behavior control device according to the present invention is a vehicle behavior control device that suppresses the vehicle behavior that occurs when the accelerator is turned off when the vehicle turns, and when the accelerator is turned off when the vehicle turns, A yaw moment for increasing / decreasing the longitudinal load generated by increasing / decreasing the longitudinal load and a bending yaw moment generated by laterally bending the tire of the vehicle when the accelerator is turned off during turning of the vehicle are calculated. And a yaw moment adding means for adding a yaw moment to the vehicle so as to cancel the total yaw moment calculated by the yaw moment calculating means. ing.

  According to this invention, when the accelerator is turned off when the vehicle is turning, not only the longitudinal load increase / decrease yaw moment caused by the increase / decrease of the longitudinal load of the vehicle but also the deflection yaw moment caused by the deflection of the tire is calculated. The yaw moment is added to the vehicle so as to cancel out the total yaw moment calculated by the yaw moment calculating means in consideration of the yaw moment generated by the lateral deflection of the tire. As a result, it is possible to appropriately suppress the yaw moment that causes a tuck-in phenomenon when the accelerator is turned off when the vehicle is turning, and appropriate vehicle behavior control can be performed.

  In the vehicle behavior control apparatus according to the present invention, the yaw moment calculating means is configured to increase or decrease the longitudinal load of the vehicle when the accelerator is turned off when the vehicle is turning, and increase or decrease the longitudinal load of the vehicle and the turning of the vehicle. In addition to the bending yaw moment that occurs when the tires of the vehicle are bent laterally when the accelerator is turned off, the vehicle rolls and the center of gravity moves laterally when the accelerator is turned off when the vehicle turns. The roll yaw moment generated by the above is calculated, and the total yaw moment is calculated by adding these yaw moments.

  According to the present invention, not only the longitudinal load increase / decrease yaw moment caused by the increase / decrease of the vehicle longitudinal load and the deflection yaw moment caused by the tire deflection when the accelerator is turned off when the vehicle turns, but also the center of gravity point by the roll of the vehicle The roll yaw moment generated by the lateral movement is also calculated. The yaw moment is added to the vehicle so as to cancel out the total yaw moment calculated by the yaw moment calculating means in consideration of the roll yaw moment generated by the lateral movement of the center of gravity by the roll of the vehicle. As a result, it is possible to appropriately suppress the yaw moment that causes a tuck-in phenomenon when the accelerator is turned off when the vehicle is turning, and appropriate vehicle behavior control can be performed.

  In the vehicle behavior control apparatus according to the present invention, the yaw moment calculating means is configured to increase or decrease the longitudinal load of the vehicle when the accelerator is turned off when the vehicle is turning. Bending yaw moment generated when the tires of the vehicle are bent laterally when the accelerator is turned off, and rolls generated when the vehicle rolls and the center of gravity moves sideways when the accelerator is turned off when the vehicle is turned. In addition to the yaw moment, when the accelerator is turned off when the vehicle is turning, the slip yaw moment generated when the tire of the vehicle decelerates and the tire lateral force changes is calculated, and these yaw moments are summed up. And calculating the total yaw moment.

  According to the present invention, when the accelerator is turned off at the time of turning of the vehicle, the longitudinal load increase / decrease yaw moment caused by the increase / decrease of the vehicle front / rear load, the deflection yaw moment caused by the deflection of the tire, and the lateral movement of the center of gravity by the roll of the vehicle. Not only the roll yaw moment that occurs, but also the slip yaw moment that occurs due to a change in tire lateral force during a deceleration slip of the tire is calculated. The yaw moment is added to the vehicle so as to cancel out the total yaw moment calculated by the yaw moment calculating means in consideration of the slip yaw moment generated by the change in the tire lateral force during the deceleration slip of the tire. As a result, it is possible to appropriately suppress the yaw moment that causes a tuck-in phenomenon when the accelerator is turned off when the vehicle is turning, and appropriate vehicle behavior control can be performed.

  In the vehicle behavior control device according to the present invention, when the yaw moment calculating means is accelerator-off at the time of turning of the vehicle, the vehicle moment control means When the accelerator is turned off at the time of turning, the yaw moment generated by the lateral deformation of the suspension bush of the vehicle is added to calculate the deflection yaw moment.

  According to the present invention, the total yaw moment can be calculated in consideration of the yaw moment generated when the vehicle suspension bush is deformed in the lateral direction when the accelerator is turned off when the vehicle is turning. For this reason, it becomes possible to appropriately suppress a yaw moment that causes a tuck-in phenomenon when the accelerator is turned off when the vehicle is turning, and appropriate vehicle behavior control can be performed.

  According to the present invention, appropriate vehicle behavior control can be performed by accurately calculating the moment applied to the vehicle.

  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.

  FIG. 1 is a schematic configuration diagram of a vehicle behavior control apparatus according to an embodiment of the present invention. As shown in FIG. 1, the vehicle behavior control device according to the present embodiment is a device that suppresses a vehicle behavior, that is, a tuck-in phenomenon that occurs when an accelerator is turned off when the vehicle is turned. This vehicle behavior control device is provided with an ECU 1. The ECU 1 controls the entire apparatus and includes, for example, a CPU, a ROM, a RAM, an input signal circuit, an output signal circuit, a power supply circuit, and the like.

  Further, the vehicle behavior control device is provided with a master cylinder pressure sensor 2, a throttle opening sensor 3, and a wheel speed sensor 4. The master cylinder pressure sensor 2, the throttle opening sensor 3, and the wheel speed sensor 4 are connected to the ECU 1 and input detection signals to the ECU 1, respectively. The master cylinder pressure sensor 2 is a sensor that detects the pressure of the master cylinder. The throttle opening sensor 3 is a sensor that detects the throttle opening of the throttle valve. The wheel speed sensor 4 is a sensor that detects the wheel speed of the vehicle, and detects the wheel speed of each wheel.

  Further, the vehicle behavior control device is provided with a lateral acceleration sensor 6, a longitudinal acceleration sensor 7, and a steering angle sensor 8. The lateral acceleration sensor 6, the longitudinal acceleration sensor 7 and the steering angle sensor 8 are each connected to the ECU 1 and input detection signals to the ECU 1. The lateral acceleration sensor 6 is a sensor that detects lateral acceleration of the vehicle. The longitudinal acceleration sensor 7 is a sensor that detects the longitudinal acceleration of the vehicle. The steering angle sensor 6 is a sensor that detects the steering angle of the steering wheel.

  Further, the vehicle behavior control device is provided with a brake actuator 10 and a throttle actuator 20. The brake actuator 10 and the throttle actuator 20 are connected to the ECU 1 and operate based on a control signal output from the ECU 1. The brake actuator 10 is an actuator that adjusts the brake hydraulic pressure, and is installed in the middle of the hydraulic piping connecting the master cylinder and the wheel cylinder.

  The brake actuator 10 includes, for example, a solenoid valve that switches connection of a hydraulic circuit, a pump that increases hydraulic pressure, and the like, and adjusts the brake hydraulic pressure applied to the wheel cylinder of each wheel to adjust the braking force applied to each wheel. Make it possible. The brake actuator 10 may have any configuration and structure as long as the brake hydraulic pressure of the wheel cylinder can be controlled. The slot actuator 20 is an actuator that opens and closes a throttle valve.

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

  FIG. 2 is a flowchart showing the operation of the vehicle behavior control apparatus according to the present embodiment. The control process in FIG. 2 is executed by the ECU 1 from when the vehicle ignition is turned on, for example. As shown in S10 of FIG. 2, first, it is determined whether or not the accelerator is turned off while the vehicle is turning. This determination process is to determine whether or not the accelerator pedal is released while the vehicle is turning. For example, it is determined whether or not the throttle valve opening is closed more than a predetermined value when the vehicle is turning more than a predetermined value. Is done. Whether or not the vehicle is turning is determined based on, for example, a detection signal of the steering angle sensor 8. Further, the throttle valve opening can be recognized based on the detection signal of the throttle opening sensor 3.

  When it is determined in S10 that the accelerator is not turned off while the vehicle is turning, the control process is terminated. On the other hand, if it is determined in S10 that the accelerator is turned off while the vehicle is turning, a yaw moment calculation process that occurs due to the accelerator being turned off during the turn is performed.

  First, in S12, a longitudinal load increase / decrease yaw moment calculation process is performed. This front / rear load increase / decrease yaw moment is a yaw moment generated by increasing / decreasing the front / rear load of the vehicle when the accelerator is turned off when the vehicle is turning.

  The calculation of the longitudinal load increase / decrease yaw moment is performed, for example, by the following equation (1).

ここで、ｍは車両の質量、ｇは重力加速度、ｈは車両の重心高さ、Ａｘは前後加速度、Ａｙは横加速度である。

Here, m is the mass of the vehicle, g is the acceleration of gravity, h is the height of the center of gravity of the vehicle, Ax is the longitudinal acceleration, and Ay is the lateral acceleration.

  This expression (1) is derived as follows.

  First, the lateral forces Yf0 and yr0 of the front and rear wheels during steady turning are expressed by the following equations (2) and (3).

ここで、ｌはホイールベース、ｌｆは車体重心から前輪車軸間距離、ｌｒは車体重心から前輪車軸間距離である。

Here, l is the wheel base, lf is the distance between the center of gravity of the vehicle body and the front wheel axle, and lr is the distance between the center of gravity of the vehicle body and the front wheel axle.

  In FIG. 3, the front wheel load change amount ΔWx at the time of deceleration is expressed by the following equation (4).

ここで、タイヤ横力は荷重に比例すると仮定すると、減速中のタイヤ横力Ｙｆ、Ｙｒは次の式（５）、（６）のようになる。

Here, assuming that the tire lateral force is proportional to the load, the tire lateral forces Yf and Yr during deceleration are expressed by the following equations (5) and (6).

そして、その時に前後荷重の増減によるヨーモーメント、すなわち前後荷重増減ヨーモーメントＹＭｘは、次の式（７）となり、上述した式（１）が導かれる。

At that time, the yaw moment due to increase / decrease in the longitudinal load, that is, the longitudinal load increase / decrease yaw moment YMx is expressed by the following equation (7), and the above-described equation (1) is derived.

次に、図２のＳ１４に移行し、スリップヨーモーメントの算出処理が行われる。このスリップヨーモーメントは、車両の旋回時にアクセルオフされた場合に車両のタイヤが減速スリップしてタイヤ横力が変化することにより生ずるヨーモーメントである。

Next, the process proceeds to S14 in FIG. 2, and slip yaw moment calculation processing is performed. This slip yaw moment is a yaw moment that is generated when the tire of the vehicle decelerates and slips and the lateral force of the tire changes when the accelerator is turned off when the vehicle is turning.

  The calculation of the slip yaw moment is performed by the following equation (8), for example.

ここで、ｐｆは前輪駆動力配分である。なお、この前輪駆動力配分ｐｆの値は、車両が前輪駆動の場合は１となり、後輪駆動の場合は０となる。

Here, pf is front wheel driving force distribution. Note that the value of the front wheel driving force distribution pf is 1 when the vehicle is front wheel driving and is 0 when the vehicle is rear wheel driving.

  This equation (8) is derived as follows.

  First, when the vehicle is considered as a front and rear two-wheel model, the change amounts ΔYf and ΔYr of the tire lateral force due to the deceleration force are expressed by the following equations (9) and (10).

この式（９）、（１０）において、Ｙｆは前輪横力、Ｙｒは後輪横力、Ｗｆは前輪荷重、Ｗｒは後輪荷重、Ｘｆは前輪前後力、Ｘｒは後輪前後力である。そして、これらの前輪横力Ｙｆ、後輪横力Ｙｒ、前輪荷重Ｗｆ、後輪荷重Ｗｒ、前輪前後力Ｘｆ、後輪前後力Ｘｒは、以下の式（１１）〜（１６）で表される。

In the equations (9) and (10), Yf is the front wheel lateral force, Yr is the rear wheel lateral force, Wf is the front wheel load, Wr is the rear wheel load, Xf is the front wheel longitudinal force, and Xr is the rear wheel longitudinal force. These front wheel lateral force Yf, rear wheel lateral force Yr, front wheel load Wf, rear wheel load Wr, front wheel longitudinal force Xf, and rear wheel longitudinal force Xr are expressed by the following equations (11) to (16). .

この式（１１）〜（１６）における前輪横力Ｙｆ、後輪横力Ｙｒ、前輪荷重Ｗｆ、後輪荷重Ｗｒ、前輪前後力Ｘｆ及び後輪前後力Ｘｒを式（９）、（１０）に代入すると、次の式（１７）、（１８）が得られる。

The front wheel lateral force Yf, the rear wheel lateral force Yr, the front wheel load Wf, the rear wheel load Wr, the front wheel longitudinal force Xf and the rear wheel longitudinal force Xr in the equations (11) to (16) are expressed by equations (9) and (10). When substituted, the following equations (17) and (18) are obtained.

この式（１７）、（１８）を用いることにより、次の式（１９）にてスリップヨーモーメントＹＭｓが求められ、上述した式（８）が導かれる。

By using the equations (17) and (18), the slip yaw moment YMs is obtained by the following equation (19), and the above-described equation (8) is derived.

次に、Ｓ１６に移行し、ロールヨーモーメントの算出処理が行われる。このロールヨーモーメントは、車両の旋回時にアクセルオフされた場合に車両がロールし重心点が横移動することにより生ずるヨーモーメントである。

Next, the process proceeds to S16, and roll yaw moment calculation processing is performed. This roll yaw moment is a yaw moment generated when the vehicle rolls and the center of gravity moves laterally when the accelerator is turned off when the vehicle is turning.

  The roll yaw moment is calculated by the following equation (20), for example.

Ｋrollは車両のロール剛性、ｈrcは車両のロールセンタ高さである。

Kroll is the roll rigidity of the vehicle, and hrc is the roll center height of the vehicle.

  This equation (20) is derived as follows.

  First, the center-of-gravity point lateral movement amount troll by the roll is expressed by the following equation (21) if the unsprung mass is zero.

ここで、図４、図５に示すように、内外輪の前後力の着力点と重心間距離ｄｉ、ｄｏは、次の式（２２）、（２３）で表される。

Here, as shown in FIGS. 4 and 5, the front and rear force application points of the inner and outer rings and the distances di and do between the centers of gravity are expressed by the following equations (22) and (23).

ここで、内外輪にそれぞれ次の式（２４）で示される減速力Ｘｉ、Ｘｏが働くとする。

Here, it is assumed that deceleration forces Xi and Xo expressed by the following equation (24) act on the inner and outer rings, respectively.

ロールヨーモーメントＹＭｒは、次の式（２５）で表される。

The roll yaw moment YMr is expressed by the following equation (25).

この式（２５）に、式（２２）、（２３）の距離ｄｉ、ｄｏを代入し、式（２４）の減速力Ｘｉ、Ｘｏを代入することにより、上述した式（２０）が導かれる。

By substituting the distances di and do of the equations (22) and (23) into the equation (25) and substituting the deceleration forces Xi and Xo of the equation (24), the above equation (20) is derived.

  Next, the process proceeds to S18 in FIG. 2, and a calculation process of the bending yaw moment is performed. This bending yaw moment is a yaw moment that is generated when the vehicle tire is bent in the lateral direction when the accelerator is turned off when the vehicle is turning.

  The calculation of the bending yaw moment is performed by the following equation (26), for example.

Ｋtireはタイヤの横剛性を表している。この式（２６）は、以下のように導かれる。

Ktire represents the lateral stiffness of the tire. This equation (26) is derived as follows.

  First, the load movement amount ΔWy from the inner ring to the outer ring during turning is expressed by the following equation (27).

また、内外輪におけるタイヤ横方向の撓みによる接地点横移動量ｔｉ、ｔｏは、次の式（２８）で表される（複号同順）。

Further, the contact point lateral movement amounts ti and to due to the lateral deflection of the tire in the inner and outer wheels are expressed by the following formula (28) (in the same order as the compound numbers).

この接地点横移動量ｔｉ、ｔｏは、図４に示すように、ロールセンタＯを通る垂線を基準とし、タイヤの接地点のセンタ位置Ｏ１に対するタイヤのホイールセンタＯｃの移動量を示している。

The contact point lateral movement amounts ti, to indicate the amount of movement of the tire wheel center Oc relative to the center position O1 of the tire contact point with reference to a perpendicular passing through the roll center O as shown in FIG.

  Assuming that the amount of lateral movement of the ground contact point due to the lateral deflection of the tire and the amount of deviation between the front and rear force application points coincide with each other, the front and rear force application points of the inner and outer wheels and the distances di and do between the center of gravity are given by ), (30).

また、内外輪に働く減速力Ｘｉ、Ｘｏは次の式（３１）で表される。

The deceleration forces Xi and Xo acting on the inner and outer rings are expressed by the following equation (31).

そして、撓みヨーモーメントＹＭｔは、次の式（３２）で表される。

The bending yaw moment YMt is expressed by the following equation (32).

ここで、式（２７）のΔＷｙを式（２８）に代入し、その式（２８）のｔｉ、ｔｏを式（２９）、（３０）に代入し、式（２９）のｄｉ、式（３０）のｄｏ及び式（３１）のＸｉ、Ｘｏをそれぞれ式（３２）に代入することにより、上述した式（２６）を導くことができる。

Here, ΔWy in equation (27) is substituted into equation (28), and ti and to in equation (28) are substituted into equations (29) and (30), and di and equation (30) in equation (29) are substituted. ) Do and Xi and Xo of the formula (31) are substituted into the formula (32), respectively, to derive the above-described formula (26).

  Then, the process proceeds to S20, and the total yaw moment calculation process is performed. The total yaw moment is a process for calculating the total yaw moment generated when the accelerator is turned off when the vehicle turns. That is, the yaw moments calculated in S12 to S18 are summed to obtain a total yaw moment.

  The total yaw moment is YMx + YMs + YMr + YMt, and is calculated by the following equation (33).

そして、Ｓ２２に移行し、車両挙動抑制処理が行われる。車両挙動抑制処理は、車両の旋回時にアクセルオフされたことにより生ずる車両挙動、すなわちタックイン現象を抑制する処理である。Ｓ２０にて算出された合計ヨーモーメントを打ち消すように車両にヨーモーメントが与えられる。そのヨーモーメントは、次の式（３４）で表される。

And it transfers to S22 and a vehicle behavior suppression process is performed. The vehicle behavior suppression process is a process for suppressing a vehicle behavior, that is, a tuck-in phenomenon caused by turning off the accelerator when the vehicle is turning. The yaw moment is applied to the vehicle so as to cancel the total yaw moment calculated in S20. The yaw moment is expressed by the following equation (34).

このヨーモーメントの付加は、例えば、旋回外輪に強制的に所定の制動力を付加することにより行われる。その制動量は、合計ヨーモーメントを打ち消すヨーモーメントが車両に作用するように設定される。

The addition of the yaw moment is performed, for example, by forcibly applying a predetermined braking force to the turning outer wheel. The braking amount is set so that the yaw moment that cancels the total yaw moment acts on the vehicle.

  As described above, according to the vehicle behavior control apparatus according to the present embodiment, when the accelerator is turned off when the vehicle is turning, the vehicle longitudinal load increase / decrease yaw moment caused by the vehicle longitudinal load increase / decrease, and the tire deflection occur. The deflection yaw moment, the roll yaw moment generated by the lateral movement of the center of gravity point by the roll of the vehicle, and the slip yaw moment generated by the change in the tire lateral force during the deceleration deceleration of the tire are calculated. Then, considering each of these yaw moments, the yaw moment is added to the vehicle so as to cancel the total yaw moment obtained by adding the yaw moments. As a result, the yaw moment that causes a tuck-in phenomenon when the accelerator is turned off when the vehicle is turning can be appropriately suppressed, and appropriate vehicle behavior control can be performed.

  In the present embodiment, as a calculation process of the yaw moment generated by turning off the accelerator at the time of turning of the vehicle, the case of calculating in the order of longitudinal load increase / decrease yaw moment, slip yaw moment, roll yaw moment, and deflection yaw moment has been described. These calculation orders may be calculated in any order as long as each yaw moment is calculated.

  Further, in the present embodiment, the case where the yaw moment generated by the deflection of the tire is calculated as the deflection yaw moment has been described. The bending yaw moment may be calculated by adding the yaw moment generated by the bending of the suspension and the yaw moment generated by the expansion and contraction of the suspension bushing. For example, in the bending yaw moment calculation process in S18 of FIG. 2, the bending yaw moment YMt is calculated using the following equation (35) instead of equation (26).

Ｋbushはサスペンションブッシュの横剛性を表している。この式（３５）は、以下のように導かれる。

Kbush represents the lateral rigidity of the suspension bush. This equation (35) is derived as follows.

  First, the load movement amount ΔWy from the inner wheel to the outer wheel at the time of turning is expressed by the above-described equation (27). Further, as shown in FIGS. 6 and 7, the contact point lateral movement amounts tbushi and tbusho due to the lateral deformation of the suspension bushes in the inner and outer rings are expressed by the following equation (36) (in the same order).

ここで、タイヤ横方向の撓み及びサスペンションブッシュの変形による接地点横移動量と前後力着力点のずれ量が一致すると仮定すると、内外輪の前後力の着力点と重心間距離ｄｉ、ｄｏは、次の式（３７）、（３８）となる。

Here, assuming that the amount of lateral movement of the ground contact point due to the lateral deflection of the tire and the deformation of the suspension bushing and the amount of deviation between the front and rear force application points coincide, the front and rear force application points of the inner and outer rings and the distances between the centers of gravity di and do are The following equations (37) and (38) are obtained.

そして、内外輪に働く減速力Ｘｉ、Ｘｏは上述した式（３１）で表され、撓みヨーモーメントＹＭｔは、上述した式（３２）で表される。

The deceleration forces Xi and Xo acting on the inner and outer rings are expressed by the above-described equation (31), and the bending yaw moment YMt is expressed by the above-described equation (32).

  Here, ΔWy in equation (27) is substituted into equation (36), tbushi and tbusho in equation (36) are substituted into equations (37) and (38), and di and equation (38) in equation (37) are substituted. ) Do and Xi and Xo of the formula (31) are substituted into the formula (32), respectively, to derive the above-described formula (35).

  According to such a vehicle behavior control device, it is possible to calculate the total yaw moment in consideration of the yaw moment generated when the suspension bush of the vehicle is deformed in the lateral direction when the accelerator is turned off when the vehicle turns. . For this reason, it is possible to more appropriately suppress the yaw moment that causes a tuck-in phenomenon when the accelerator is turned off when the vehicle is turning, and more appropriate vehicle behavior control can be realized.

  Further, in each vehicle behavior control device according to the above-described embodiment, the total yaw moment is obtained by summing all the longitudinal load increase / decrease yaw moment, the deflection yaw moment, the roll yaw moment and the slip yaw moment caused by the accelerator off when the vehicle turns. Although the calculation and the addition of the yaw moment to the vehicle so as to cancel the total yaw moment have been described, the vehicle behavior control device according to the present invention is not limited to such, and the longitudinal load increase / decrease yaw moment and The total yaw moment may be calculated by summing the deflection yaw moments. For example, in the control process of FIG. 2, the processes of S14 and S16 are omitted, and the total yaw moment is calculated by adding the longitudinal load increase / decrease yaw moment and the deflection yaw moment in the process of S20, and the total yaw moment in the process of S22. What is necessary is just to add a yaw moment to the vehicle so as to cancel. Even in this case, considering the deflection yaw moment and adding the yaw moment to the vehicle so as to cancel the total yaw moment, the yaw moment causing the tuck-in phenomenon can be suppressed, and appropriate vehicle behavior control can be performed.

  Further, the total yaw moment may be calculated by adding up the longitudinal load increase / decrease yaw moment, the deflection yaw moment and the roll yaw moment. For example, in the control process of FIG. 2, the process of S14 is omitted, the total yaw moment is calculated by summing the longitudinal load increase / decrease yaw moment, the deflection yaw moment and the roll yaw moment in the process of S20, and the sum is obtained in the process of S22. The yaw moment may be added to the vehicle so as to cancel the yaw moment. Even in this case, considering the deflection yaw moment and roll yaw moment, by adding the yaw moment to the vehicle so as to cancel the total yaw moment, the yaw moment causing the tuck-in phenomenon can be suppressed, and the appropriate vehicle behavior Control is possible.

1 is a schematic configuration diagram of a vehicle behavior control device according to an embodiment of the present invention. It is a flowchart which shows the operation | movement in the vehicle behavior control apparatus of FIG. In the vehicle behavior control apparatus according to the embodiment, it is an explanatory diagram of a yaw moment generated in the vehicle by turning off the accelerator during turning. In the vehicle behavior control apparatus according to the embodiment, it is an explanatory diagram of a yaw moment generated in the vehicle by turning off the accelerator during turning. In the vehicle behavior control apparatus according to the embodiment, it is an explanatory diagram of a yaw moment generated in the vehicle by turning off the accelerator during turning. In the modification of the vehicle behavior control apparatus which concerns on embodiment, it is explanatory drawing of the yaw moment which arises in a vehicle by the accelerator off during turning. In the modification of the vehicle behavior control apparatus which concerns on embodiment, it is explanatory drawing of the yaw moment which arises in a vehicle by the accelerator off during turning.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Vehicle behavior control apparatus, 2 ... Master cylinder pressure sensor, 3 ... Throttle opening sensor, 4 ... Wheel speed sensor, 6 ... Lateral acceleration sensor, 7 ... Longitudinal acceleration sensor, 8 ... Steering angle sensor, 10 ... Brake actuator, 11 ... Throttle actuator.

Claims (4)

A vehicle behavior control device that suppresses vehicle behavior caused by turning off an accelerator when a vehicle turns,
When the accelerator is turned off when the vehicle turns, the longitudinal load increase / decrease yaw moment caused by the increase / decrease of the vehicle's front / rear load and when the accelerator is turned off when the vehicle turns, the tire of the vehicle bends laterally. A yaw moment calculating means for calculating a total yaw moment by calculating the deflection yaw moment generated by
Yaw moment adding means for adding yaw moment to the vehicle so as to cancel the total yaw moment calculated by the yaw moment calculating means;
A vehicle behavior control device. The yaw moment calculating means includes a front / rear load increase / decrease yaw moment caused by an increase / decrease in the longitudinal load of the vehicle when the accelerator is turned off when the vehicle is turned, and a tire of the vehicle when the accelerator is turned off when the vehicle is turned. In addition to the bending yaw moment that is generated when the vehicle is bent in the lateral direction, the roll yaw moment that is generated when the vehicle rolls and the center of gravity moves laterally when the accelerator is turned off when the vehicle turns is calculated. Total yaw moment to calculate the total yaw moment,
The vehicle behavior control device according to claim 1. The yaw moment calculating means includes a front / rear load increasing / decreasing yaw moment generated by increasing / decreasing a longitudinal load of the vehicle when the accelerator is turned off when the vehicle is turning, and a tire of the vehicle when the accelerator is turned off when the vehicle is turning. In addition to the deflection yaw moment that occurs when the vehicle is bent laterally and the roll yaw moment that occurs when the vehicle rolls and the center of gravity moves laterally when the accelerator is turned off when the vehicle turns, when the vehicle turns Calculating the slip yaw moment that occurs when the tire of the vehicle decelerates and slips when the accelerator is turned off and the tire lateral force changes, and calculates the total yaw moment by summing these yaw moments;
The vehicle behavior control device according to claim 2. The yaw moment calculating means is configured such that when the accelerator is turned off during turning of the vehicle, the yaw moment calculating means is operated when the accelerator is turned off during turning of the vehicle with respect to a yaw moment generated by a lateral deflection of the tire of the vehicle. Adding the yaw moment generated by the deformation of the suspension bush in the lateral direction to calculate the deflection yaw moment;
The vehicle behavior control device according to any one of claims 1 to 3.

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