JP4802629B2 - Roll stiffness control device for vehicle - Google Patents

Description

  The present invention relates to a vehicle roll stiffness control device, and more particularly, to a vehicle roll stiffness control device that variably controls front and rear wheel roll stiffness distribution ratios in accordance with a margin of generation of lateral force of front wheels and rear wheels.

  As one of the roll stiffness control devices for vehicles such as automobiles, for example, as described in Patent Document 1 below, the target yaw rate of the vehicle is calculated, and the front and rear wheel roll stiffness distribution is performed so that the actual yaw rate of the vehicle approaches the target yaw rate. Conventionally, a roll rigidity control device for controlling the ratio is known.

According to such a roll stiffness control device, the front and rear wheel roll stiffness distribution ratio is controlled so that the actual yaw rate of the vehicle approaches the target yaw rate. For example, the actual yaw rate of the vehicle is set to the target by controlling the braking / driving force of each wheel. The running stability during turning of the vehicle can be improved without affecting the acceleration / deceleration of the vehicle as in the case where the vehicle can approach the yaw rate.
Japanese Patent Laid-Open No. 6-2111018

  In general, when the front / rear wheel roll stiffness distribution ratio is controlled, the ratio of the ground load on the left and right wheels changes on the front and rear wheels, so the front / rear force and lateral force that each wheel can generate also change, and the vehicle turns. The limits also change. In order to cope with this problem in the conventional roll stiffness control apparatus as described above and to control the front and rear wheel roll stiffness distribution ratio so as to improve the turning limit of the vehicle, the applicant of the present application in Japanese Patent Application No. 2004-200339, “Vehicle front and rear wheel roll stiffness distribution ratio variable means, front wheel and rear wheel lateral force generation margin degree, front wheel lateral force generation margin degree and rear wheel lateral force generation margin degree. A vehicle roll stiffness control apparatus having control means for controlling the front and rear wheel roll stiffness distribution ratio variable means so as to reduce the magnitude of the deviation has been proposed.

  According to the roll rigidity control device according to the previous proposal, the front and rear wheel roll rigidity distribution ratio variable means is reduced so that the magnitude of the deviation between the front wheel lateral force generation margin and the rear wheel lateral force generation margin is reduced. Therefore, the lower margin between the front wheels and the rear wheels can be increased and the higher margin can be decreased, thereby allowing the front wheels to generate a lateral force and the rear wheels. The lateral force of the entire vehicle can be increased and the turning limit of the vehicle can be improved compared to the case where the magnitude of the deviation from the margin of the lateral force generation is not reduced.

  However, when the roll rigidity control device according to the above proposal is applied to a vehicle having a behavior control device that stabilizes the behavior of the vehicle by changing the longitudinal force or lateral force of each wheel, for example, the vehicle In the oversteer state, an antispin moment is applied to the vehicle and the vehicle is decelerated particularly by applying a braking force to the front outer wheel so that the oversteer state is suppressed by the behavior control device. Thus, when the braking force of the front outer wheel is increased, the roll stiffness control device determines that the margin for generating the lateral force of the front wheel has decreased, and the roll stiffness distribution of the vehicle is controlled closer to the rear wheel. Due to the distribution control, the vehicle steer state is changed to the oversteer side, and as a result, there arises a problem that hunting occurs in the control of the behavior control device and the roll stiffness control device.

  Further, in a vehicle equipped with a yaw motion control device that controls the yaw motion of the vehicle by controlling the distribution of the driving force when the travel behavior of the vehicle is stable, and improves the travel performance of the vehicle, the above-mentioned Such a control hunting problem similarly occurs between the control of the yaw motion control device and the control of the roll stiffness control device.

  The present invention has been made in view of the above-mentioned problems in the roll stiffness control apparatus according to the above-mentioned proposal, and the main problem of the present invention is that the vehicle is a behavior control apparatus or a yaw motion control apparatus. If a wheel generation force change device is provided, the front wheel and rear wheel side force generation margins are estimated by excluding changes in the longitudinal force or lateral force under the control of the wheel generation force change device. This is to prevent wheel generation force change control and roll stiffness control hunting when the front and rear wheel roll stiffness distribution ratio is controlled in accordance with the margin of generation of the lateral force of the rear wheels.

  According to the present invention, the main problem described above is the configuration of claim 1, that is, the vehicle front and rear wheel roll stiffness distribution ratio variable means, the means for estimating the margin of the lateral force generation of the front and rear wheels, Roll stiffness of a vehicle having control means for controlling the front and rear wheel roll stiffness distribution ratio variable means so as to reduce the magnitude of deviation between the margin of occurrence of lateral force of the front wheels and the margin of occurrence of lateral force of the rear wheels In the control device, the vehicle has a wheel generation force changing means for changing a longitudinal force or a lateral force of each wheel for the purpose of controlling a traveling motion, and the means for estimating the margin of the lateral force generation is the wheel generation When the longitudinal force or lateral force of any wheel is changed by the force changing means, the marginal degree of lateral force generation is estimated based on the longitudinal force and lateral force of the wheel minus the change by the wheel generating force changing means. Car characterized by It is achieved by the roll stiffness control apparatus.

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration of claim 1, the wheel generating force changing means is arranged in front of and behind each wheel when the running behavior is unstable. It is comprised so that the behavior control means which stabilizes driving | running | working behavior by changing force may be comprised (structure of Claim 2).

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration of claim 1 or 2, the wheel generating force changing means is configured so that each wheel has a different behavior when the running behavior is unstable. The vehicle is configured to include behavior control means for stabilizing the traveling behavior by changing the lateral force.

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration according to claims 1 to 3, the wheel generation force changing means is configured to reduce the driving force when the running behavior is stable. It is comprised so that the yaw motion control means which controls the yaw motion of a vehicle by controlling distribution may be included (structure of Claim 4).

  According to the first aspect of the present invention, the front and rear wheel roll stiffness distribution ratio variable means is controlled so that the magnitude of the deviation between the margin of generation of the lateral force of the front wheels and the margin of generation of the lateral force of the rear wheels is reduced. Therefore, the lower margin between the front wheel and the rear wheel can be increased and the higher margin can be decreased, which allows the front wheel lateral force generation margin and the rear wheel lateral force to be reduced. Compared to the case where the magnitude of deviation from the generation margin is not reduced, not only can the lateral force of the entire vehicle be increased to improve the turning limit of the vehicle, but any wheel can be changed by the wheel generation force changing means. When the longitudinal force or lateral force of the vehicle is changed, the margin of lateral force generation is estimated on the basis of the longitudinal force and lateral force of the wheel minus the change by the wheel generating force changing means. Of wheel longitudinal force or lateral force due to The front and rear wheel roll stiffness distribution ratio variable means can be controlled so as to reduce the magnitude of the deviation between the margin of generation of the lateral force of the front wheels and the margin of generation of the lateral force of the rear wheels, which is not affected by Thus, it is possible to reliably prevent hunting from occurring in the control of the wheel generating force changing means and the control of the roll rigidity.

  Further, according to the configuration of the second aspect, the wheel generation force changing means includes behavior control means for stabilizing the traveling behavior by changing the longitudinal force of each wheel when the traveling behavior is unstable. The front and rear wheel roll stiffness distribution ratio is reduced so as to reduce the amount of deviation between the front wheel lateral force generation margin and the rear wheel lateral force generation margin that are not affected by changes in the wheel front and rear force due to the generated force change means. The variable means can be controlled, thereby reliably preventing the occurrence of hunting in the wheel longitudinal force control and roll rigidity control by the behavior control means.

  According to the third aspect of the present invention, the wheel generation force changing means includes behavior control means for stabilizing the running behavior by changing the lateral force of each wheel when the running behavior is unstable. Front and rear wheel roll stiffness distribution ratio to reduce the amount of deviation between the front wheel lateral force generation margin and the rear wheel lateral force generation margin that is not affected by changes in the wheel lateral force due to the generated force change means The variable means can be controlled, thereby reliably preventing the occurrence of hunting in the wheel lateral force control and the roll rigidity control by the behavior control means.

  According to the fourth aspect of the present invention, the wheel generation force changing means includes the yaw movement control means for controlling the yaw movement of the vehicle by controlling the distribution of the driving force when the running behavior is stable. To reduce the amount of deviation between the margin of generation of the lateral force of the front wheels and the margin of generation of the lateral force of the rear wheels, which is not affected by the change in the driving force of the wheels caused by the distribution control of the driving force by the motion control means It is possible to control the front and rear wheel roll stiffness distribution ratio variable means, thereby reliably preventing hunting from occurring in the drive force distribution control and roll rigidity control by the yaw motion control means.

[Preferred embodiment of problem solving means]
According to one preferred aspect of the present invention, in the configuration according to any one of the first to fourth aspects, the means for estimating the margin of lateral force generation estimates the longitudinal force and lateral force of each wheel, and changes in wheel generated force. The change in the longitudinal force and lateral force of the wheel by the means is estimated, and the corrected longitudinal force of each wheel is calculated by subtracting the change in the longitudinal force from the longitudinal force of each wheel, and the lateral force of each wheel is calculated. It is configured to calculate the lateral force of each wheel after correction by subtracting the change in lateral force, and to calculate the margin of generation of lateral force on the front and rear wheels based on the corrected longitudinal force and lateral force. (Preferred embodiment 1)

  According to another preferred embodiment of the present invention, in the configuration of the above-described claims 2 to 4 or the preferred embodiment 1, the behavior control means changes the braking force of each wheel when the running behavior is unstable. To stabilize the running behavior (preferred aspect 2).

  According to another preferred aspect of the present invention, in the configuration of claim 3 or 4 or preferred aspect 1 or 2, the behavior control means controls the steering angle of the steered wheels when the running behavior is unstable. It is comprised so that driving | running | working behavior may be stabilized by changing (preferred aspect 3).

  According to another preferred aspect of the present invention, in the configuration of the above-described claims 1 to 4 or the preferred aspects 1 to 3, the margin of generation of the lateral force of the front wheel is the front wheel against the lateral force that can be generated by the front wheel. Is calculated as the ratio of the lateral force that can be increased, and the margin of generation of the lateral force of the rear wheel is calculated as the ratio of the lateral force that the rear wheel can increase to the lateral force that the rear wheel can generate ( Preferred embodiment 4).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 4 described above, the margin of generation of the lateral force of the front wheels is the lateral force that can increase the front left and right wheels relative to the sum of the lateral forces that the left and right front wheels can generate. It is calculated as the ratio of the sum of the forces, and the margin of the lateral force generation of the rear wheels is calculated as the ratio of the sum of the lateral forces that the left and right rear wheels can increase to the sum of the lateral forces that the left and right rear wheels can generate (Preferred embodiment 5).

  According to another preferred aspect of the present invention, in the configuration of the above-described claims 1 to 4 or the preferred aspects 1 to 3, the margin of generation of the lateral force of the front wheel is the lateral force that can be generated by the front wheel and the front wheel. Is calculated as the difference between the lateral force and the rear wheel lateral force generation margin is calculated as the difference between the lateral force that can be generated by the rear wheel and the lateral force that is generated by the rear wheel. Constructed (preferred embodiment 6).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 6 described above, the margin of generation of the lateral force of the front wheels is the sum of the lateral forces that can be generated by the left and right front wheels and the left and right front wheels. It is calculated as the difference from the sum of the lateral forces, and the margin of lateral force generation of the rear wheels is calculated as the difference between the sum of the lateral forces that can be generated by the left and right rear wheels and the sum of the lateral forces that are generated by the left and right rear wheels. (Preferred embodiment 7).

  According to another preferred aspect of the present invention, in the configurations of claims 1 to 4 or preferred aspects 1 to 7, the margin of generation of the lateral force of the front wheel and the margin of generation of the lateral force of the rear wheel. The magnitude of the deviation is reduced by increasing the roll stiffness distribution ratio with the higher degree of lateral force generation and decreasing the roll rigidity distribution ratio with the lower side force generation margin. Constructed (Preferred Aspect 8)

  According to another preferred embodiment of the present invention, in the configuration of the above-described claims 1 to 4 or the preferred embodiments 1 to 8, the behavior control means calculates a spin state quantity indicating the degree of spin of the vehicle, The vehicle is configured to stabilize the traveling motion of the vehicle by giving a yaw moment in the spin suppression direction to the vehicle according to the amount of spin state and decelerating the vehicle (Preferable Aspect 9).

  According to another preferred aspect of the present invention, in the configuration of the first to fourth aspects or the preferred aspects 1 to 9, the behavior control means calculates a drift-out state quantity indicating a degree of drift-out of the vehicle. The vehicle is configured to stabilize the traveling motion of the vehicle by giving the vehicle a yaw moment in the drift-out suppression direction according to the drift-out state quantity and decelerating the vehicle (preferred aspect 10).

  According to another preferred embodiment of the present invention, in the configuration of the above-described claims 1 to 4 or the preferred embodiments 1 to 10, the control means includes the basic roll stiffness distribution ratio and the margin of generation of the lateral force of the front wheels. The target front and rear wheel roll stiffness distribution ratio is calculated as the sum of the roll stiffness distribution ratio increase / decrease amount to reduce the deviation between the rear wheel lateral force generation margin and the target front and rear wheel roll stiffness distribution ratio. The front and rear wheel roll stiffness distribution ratio variable means is configured to be controlled based on (preferred aspect 11).

  According to another preferred aspect of the present invention, in the configuration of the first to fourth aspects or the preferred aspects 1 to 11, the control means estimates the roll moment of the vehicle, and the magnitude of the roll moment of the vehicle. When the vehicle is small, the degree of reduction in the deviation is reduced as compared with the case where the roll moment of the vehicle is large (preferred aspect 12).

  According to another preferred aspect of the present invention, in the configuration of the above first to fourth aspects or the preferred aspects 1 to 12, the front and rear wheel roll stiffness distribution ratio varying means changes the anti-roll moment at the front wheel position. A roll stiffness variable means at the front wheel position for changing the roll rigidity at the front wheel position, and a roll stiffness variable means at the rear wheel position for changing the roll rigidity at the rear wheel position by changing the anti-roll moment at the rear wheel position. It is comprised so that it may contain (Preferred aspect 13).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 13, the control means calculates a target front / rear wheel roll stiffness distribution ratio that reduces the magnitude of the deviation, and calculates a roll moment of the vehicle. Estimate and calculate the target anti-roll moment of the vehicle based on the roll moment of the vehicle, the front and rear wheel roll stiffness distribution ratio becomes the target front and rear wheel roll stiffness distribution ratio, and the vehicle anti-roll moment becomes the target anti-roll moment. The roll stiffness variable means at the front wheel position and the roll stiffness variable means at the rear wheel position are controlled so as to be (preferably aspect 14).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 11 or 13, the control means detects the lateral acceleration of the vehicle, and the roll moment of the vehicle based on the detected lateral acceleration of the vehicle. (Preferred aspect 15).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 11 or 13, the control means estimates the lateral acceleration of the vehicle based on the vehicle speed and the steering angle, and determines the estimated lateral acceleration of the vehicle. It is comprised so that the roll moment of a vehicle may be estimated based on (Preferred aspect 16).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 11 or 13, the control means detects the lateral acceleration of the vehicle and estimates the lateral acceleration of the vehicle based on the vehicle speed and the steering angle. The vehicle roll moment is estimated based on the estimated lateral acceleration of the vehicle and the estimated lateral acceleration of the vehicle (preferred aspect 17).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 13 or 14, the roll stiffness varying means includes an active stabilizer having a two-divided stabilizer and an actuator for rotating the torsion bar of the stabilizer relative to each other. The roll stiffness is increased or decreased by increasing or decreasing the anti-roll moment by increasing or decreasing the rotation angle of the actuator (preferred aspect 18).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 13 or 14, the roll stiffness changing means increases or decreases the suspension stiffness by increasing or decreasing the spring constant of the suspension spring. It is comprised so that rigidity may be increased / decreased (preferable aspect 19).

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

  FIG. 1 shows a roll rigidity control device for a vehicle according to the present invention applied to a four-wheel drive vehicle having an active stabilizer device on the front wheel side and the rear wheel side and a turning angle varying device functioning as an automatic turning device. FIG. 2 is a schematic configuration diagram showing a drive system and a turning angle varying device of the embodiment.

  In FIG. 1, 10FL and 10FR respectively indicate front wheels that are left and right steering wheels of the vehicle 12, and 10RL and 10RR respectively indicate left and right rear wheels that are non-steering wheels of the vehicle 12. An active stabilizer device 16 is provided between the left and right front wheels 10FL and 10FR, and an active stabilizer device 18 is provided between the left and right rear wheels 10RL and 10RR. The active stabilizer devices 16 and 18 function as an anti-roll moment applying means for applying an anti-roll moment to the vehicle (vehicle body) and increasing / decreasing the anti-roll moment as necessary.

  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. By changing the force to suppress rebound, the anti-roll moment applied to the vehicle at the positions of the left and right front wheels is increased or decreased, and the roll rigidity of the vehicle on the front wheel side is variably controlled.

  Similarly, the active stabilizer device 18 has a pair of torsion bar portions 18TL and 18TR extending coaxially with each other along an axis extending in the lateral direction of the vehicle, and the outer ends of the torsion bar portions 18TL and 18TR, respectively. It has a pair of arm portions 18AL and 18AR connected together. The torsion bar portions 18TL and 18TR are respectively 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 18AL and 18AR extend in the longitudinal direction of the vehicle so as to intersect the torsion bar portions 18TL and 18TR, respectively, and the outer ends of the arm portions 18AL and 18AR are respectively left and right through rubber bushing devices not shown in the drawing. The rear wheels 10RL and 10RR are connected to wheel support members or suspension arms.

  The active stabilizer device 18 has an actuator 20R between the torsion bar portions 18TL and 18TR. The actuator 20R rotates the pair of torsion bar portions 18TL and 18TR in directions opposite to each other as necessary, so that when the left and right rear wheels 10RL and 10RR bounce and rebound in opposite phases, the torsional stress causes the wheel By changing the force to suppress bounce and rebound, the anti-roll moment applied to the vehicle at the positions of the left and right rear wheels is increased or decreased, and the roll rigidity of the vehicle on the rear wheel side is variably controlled.

  Note that the structures of the active stabilizer devices 16 and 18 do not form the gist of the present invention. Therefore, as long as the roll rigidity of the vehicle can be variably controlled by being controlled by the electronic control device 22, it is not necessary in the art. The active stabilizer device described in, for example, the publication of Japanese Patent Application Laid-Open No. 2005-88722 relating to the application of the present applicant, that is, fixed to the inner end of one torsion bar portion and driven. An electric motor having a rotating shaft to which a gear is attached 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. However, an active stabilizer device that is a gear that does not transmit the rotation of the driven gear to the drive gear is preferable.

  The braking force of each wheel is controlled by controlling the pressure Pi (i = fl, fr, rl, rr) in the wheel cylinders 30FL, 30FR, 30RL, 30RR, that is, the braking pressure, by the hydraulic circuit 28 of the braking device 26. It has become so. Although not shown in FIG. 1, the hydraulic circuit 28 includes an oil reservoir, an oil pump, various valve devices, and the like, and the braking pressure of each wheel cylinder is normally driven according to the depression operation of the brake pedal 32 by the driver. The control is performed by the master cylinder 34, and is individually controlled by the electronic control unit 22 as necessary, irrespective of the depression operation of the brake pedal 32 by the driver, as will be described in detail later.

  In the illustrated embodiment, as shown in FIG. 2, the left and right front wheels 10FL and 10FR are driven in response to the operation of the steering wheel 14 by the driver and are rack and pinion type power steering. The device 36 is steered via a rack bar 38 and tie rods 40L and 40R.

  The steering wheel 14 is connected to a pinion shaft 50 of the power steering device 36 via an upper steering shaft 42 as a first steering shaft, a turning angle varying device 44, a lower steering shaft 46 as a second steering shaft, and a universal joint 48. Drive connected. In the illustrated embodiment, the turning angle varying device 44 is connected to the lower end of the upper steering shaft 42 on the housing 44A side, and is connected to the upper end of the lower steering shaft 46 on the rotor 44B side. An electric motor 52 for turning driving is included.

  Thus, the steered angle varying device 44 drives the lower steering shaft 46 to rotate relative to the upper steering shaft 42, whereby the ratio of the steered angles of the left and right front wheels 10FL and 10FR, which are the steered wheels, with respect to the rotational angle of the steering wheel 14. That is, it functions as a steering transmission ratio variable means for changing the steering transmission ratio (the reciprocal of the steering gear ratio) and is controlled by the electronic control unit 22.

  In the illustrated embodiment, as shown in FIG. 2, the driving torque of the driving device 54 composed of, for example, an engine and a transmission is transmitted to the front wheel propeller shaft 58 and the rear wheel propeller shaft 60 by the center differential 56. . The driving torque transmitted to the front wheel propeller shaft 58 is transmitted to the left front wheel axle 64L and the right front wheel axle 64R by the front wheel differential 62, thereby rotating the left and right front wheels 10FL and 10FR. Further, the drive torque transmitted to the rear wheel propeller shaft 60 is transmitted to the left rear wheel axle 68L and the right rear wheel axle 68R by the rear wheel differential 66, whereby the left and right rear wheels 10RL and 10RR are rotationally driven.

  The center differential 56 is controlled by the electronic control unit 22 so that the transmission ratio of the drive torque to the front wheel propeller shaft 58 and the rear wheel propeller shaft 60 can be controlled. Further, the front wheel differential 62 is controlled by the electronic control unit 22 so that the transmission ratio of the drive torque to the left front wheel axle 64L and the right front wheel axle 64R can be controlled, and the rear wheel differential 66 is controlled by the electronic control unit 22. Thus, the transmission ratio of the drive torque to the left rear wheel axle 68L and the right rear wheel axle 68R can be controlled.

  As shown in FIG. 3, the electronic control unit 22 includes an active stabilizer control electronic control unit 70 that controls the active stabilizer units 16 and 18 by controlling the actuators 20F and 20R, and a hydraulic circuit 28 of the control unit 26. The behavior control electronic control device 72 that controls the braking force of each wheel by controlling, the turning angle control electronic control device 74 that controls the turning angle variable device 44, the driving torque of the driving device 54, and each differential (DFT) 56, 62, and 66 for controlling the driving force distribution control. Each electronic control unit has a CPU, a ROM, a RAM, and an input / output port unit, which may be composed of a microcomputer and a drive circuit connected to each other by a bidirectional common bus. After that, exchange necessary information with each other.

  As shown in FIG. 3, the CAN 78 includes a longitudinal acceleration sensor 80 for detecting the longitudinal acceleration Gx of the vehicle, a lateral acceleration sensor 82 for detecting the longitudinal acceleration Gy of the vehicle, a yaw rate sensor 84 for detecting the yaw rate γ of the vehicle, a vehicle speed. A vehicle speed sensor 86 that detects V, a steering angle sensor 88 that detects the steering angle θ, and rotation angle sensors 90F and 90R that detect the actual rotation angles φF and φR of the actuators 20F and 20R are connected. A signal indicating the detected value is output to the active stabilizer control electronic control unit 70 or the like via the CAN 78 as necessary.

  The CAN 78 includes a pressure sensor 92 for detecting the master cylinder pressure Pm, pressure sensors 94FL to 94RR for detecting the braking pressure Pi of each wheel, and a rotation angle sensor for detecting the relative rotation angle θre of the lower steering shaft 36 with respect to the upper steering shaft 32. 96, an accelerator opening sensor 98 for detecting an accelerator opening φ as an amount of depression of the accelerator pedal 24 is connected, and a signal indicating a value detected by these sensors also passes through the CAN 78 as needed to control the active stabilizer. Is output to the electronic control unit 70 and the like.

  The lateral acceleration sensor 82, the yaw rate sensor 84, the steering angle sensor 88, and the rotation angle sensors 90F and 90R are set to positive values generated when the vehicle turns left, respectively, and the lateral acceleration Gy, yaw rate γ, steering angle θ, rotation angles φF, φR, The rotation angle sensor 96 detects the relative rotation angle θre with the case of the relative turning of the left and right front wheels in the left turn direction as positive.

  The electronic control device 70 for active stabilizer control calculates the marginal degree Af of the lateral force generation of the front wheels and the marginal degree Ar of the lateral force generation of the rear wheels, as will be described in detail later, and reduces the difference between the marginal degrees Af and Ar. Then, the target roll stiffness distribution ratio Rsd of the front wheels that makes them the same is calculated. Further, the electronic control unit 70 estimates the roll moment acting on the vehicle based on at least the lateral acceleration Gy of the vehicle, and when the magnitude of the roll moment is greater than or equal to a reference value, the anti-roll moment in the direction to cancel the roll moment increases. The target anti-roll moment Mat of the vehicle is calculated.

  Then, the electronic control unit 70 calculates the target anti-roll moment Matf for the front wheels and the target anti-roll moment Matr for the rear wheels based on the target anti-roll moment Mat and the target roll stiffness distribution ratio Rsd for the front wheels, and sets the target anti-roll moments Matf and Matr. Based on the above, the target rotation angles φFt and φRt of the actuators 20F and 20R of the active stabilizer devices 16 and 18 are calculated and controlled so that the rotation angles φF and φR of the actuators 20F and 20R become the corresponding target rotation angles φFt and φRt, respectively. As a result, the roll of the vehicle during turning or the like is reduced with a preferable front and rear wheel roll rigidity distribution ratio.

  Thus, the active stabilizer devices 16 and 18, the electronic control device 70, the lateral acceleration sensor 82, and the like function as a roll stiffness variable device that increases or decreases the roll stiffness of the vehicle by increasing or decreasing the anti-roll moment when an excessive roll moment acts on the vehicle. To do.

  The behavior control electronic control unit 72 estimates the vehicle slip angle β based on the vehicle state quantity such as the lateral acceleration Gy of the vehicle that changes as the vehicle travels, and calculates the vehicle target slip angle βt and the vehicle slip angle β. A spin state amount SS indicating the degree of vehicle spin is calculated based on the deviation. The electronic control unit 36 calculates a drift-out state quantity DS indicating the degree of drift-out of the vehicle based on the yaw rate γ deviation Δγ.

  Then, the electronic control unit 72 uses the target braking pressure Pti (i) for each wheel to stabilize the turning traveling state of the vehicle so that the yaw motion of the vehicle becomes the target yaw motion based on the spin state amount SS and the drift-out state amount DS. = Fl, fr, rl, rr) and control so that the braking pressure Pi of each wheel becomes the target braking pressure Pti, thereby giving the vehicle a yaw moment in the spin suppression direction or drift-out suppression direction and controlling the vehicle Vehicle running motion control is performed to decelerate and stabilize the turning running state of the vehicle.

  The electronic control device 74 for turning angle control calculates a target steering gear ratio Rgt based on the vehicle speed V during normal driving where the behavior of the vehicle is stable, and the steering angle θ and the target steering gear ratio indicating the driver's steering operation amount. Based on Rgt, the target rudder angle δt of the left and right front wheels is calculated, and the steered angle varying device 44 is controlled so that the rudder angle δ of the left and right front wheels becomes the target rudder angle δt.

  When the electronic control device 72 determines that the vehicle is in a spin state, the steering angle control electronic control device 74 can be used to reduce the spin state amount SS in a manner known in the art, for example. The target steering angle δt of the counter steering of the front wheels is calculated, and the turning angle varying device 44 is controlled so that the steering angle δ of the left and right front wheels becomes the target steering angle δt.

  The driving force distribution control electronic control unit 76 controls the output of the engine based on the accelerator opening φ detected by the accelerator opening sensor 98 at the normal time, and controls the transmission gear stage based on the traveling state of the vehicle. .

  In addition, when the behavior of the vehicle is stable, the driving force distribution control electronic control unit 76 calculates the target yaw rate γt of the vehicle based on the vehicle speed V and the steering angle θ in a manner known in the art, and When the deviation of the actual yaw rate γ and the target yaw rate γt is calculated Δγ and the yaw rate deviation Δγ is large and the control of the yaw moment of the vehicle by the distribution control of the driving force is necessary, the magnitude of the yaw rate deviation Δγ is The front / rear distribution of the driving force is controlled by controlling the center differential 56 so as to decrease, or the left / right distribution of the driving force is controlled by controlling the front wheel differential 62 or the rear wheel differential 66.

In particular, in the illustrated embodiment, the active stabilizer control electronic control unit 70 is based on the driving force and braking force of each wheel in a manner known in the art, as will be described in detail later. longitudinal force Fxi wheels (i = fl, fr, rl , rr) is calculated, and variation of the longitudinal force of each wheel by the elevation movement control Fxdyci, the change in the lateral force of each wheel by the left and right front wheels steering angle control amount Fystci, calculates a variation Fxdvci of the longitudinal force of each wheel by the right and left distribution control of the driving force, each based on the longitudinal force Fxai of each wheel after correction obtained by subtracting the change amount Fxdyci and Fxdvci of the longitudinal force from the longitudinal force Fxi Calculates the lateral force Fyi of the wheel and subtracts the change Fystci of the lateral force from the lateral force Fyi of each wheel, based on the corrected lateral force Fyai of each wheel, and the margin Af of the lateral force generation of the front wheels and the rear wheel The marginal degree Ar of the lateral force generation is calculated.

  It should be noted that each control such as vehicle behavior control by the above-described electronic control devices other than the roll stiffness control by the active stabilizer control electronic control device 70 does not form the gist of the present invention. It may be executed in any known manner.

  Next, the control of the front and rear wheel roll stiffness distribution ratio and the anti-roll moment achieved by the active stabilizer control electronic control device 70 in the embodiment will be described with reference to the flowchart shown in FIG. Note that the control according to the flowchart shown in FIG. 4 is started when an ignition switch (not shown) is closed, and is repeatedly executed at predetermined time intervals until the ignition switch is opened.

  First, in step 10, a signal indicating the vehicle speed V detected by the vehicle speed sensor 38 is read, and in step 20, the lateral force of the front wheels is explained in detail later according to the flowchart shown in FIG. The generation margin degree Af and the rear wheel lateral force generation margin degree Ar are calculated.

In step 40, Rsdn is the basic roll stiffness distribution ratio Rsdb (for example, a value of about 0.5) of the front wheel, Kf is a positive constant coefficient, and based on the marginal degree Af, Ar of the lateral force generation of the front and rear wheels. The target roll stiffness distribution ratio Rsd of the front wheels is calculated according to the following formula 1.
Rsd = Rsdb + Kf (Af−Ar) / (Af + Ar) (1)

In step 50, the weight Wg is calculated as a value not less than 0 and not more than 1 from the map corresponding to the graph shown in FIG. 5 based on the lateral acceleration Gy of the vehicle. In step 60, the lateral acceleration Gy of the vehicle is calculated. The final target roll stiffness distribution ratio Rsdt of the front wheels is calculated according to the following equation 2 with the target roll stiffness distribution ratio of the front wheels when the size is small as Rsds (for example, a value of about 0.6).
Rsdt = Rsds (1-Wg) + Rsd · Wg (2)

In step 70, for example, the target anti-roll moment Mat is calculated based on the lateral acceleration Gy of the vehicle so that the target anti-roll moment Mat increases as the lateral acceleration Gy of the vehicle increases. The target anti-roll moment Maft of the front wheel and the target anti-roll moment Mart of the rear wheel are calculated according to the following equations 3 and 4, respectively.
Maft = Rsdt · Mat (3)
Mart = (1-Rsdt) Mat (4)

  In step 90, the target rotational angles φft and φrt of the actuators 20F and 20R of the active stabilizer devices 16 and 18 are calculated based on the front wheel target anti-roll moment Maft and the rear wheel target anti-roll moment Mart, respectively. In this case, the rotation angles φf and φr of the actuators 20F and 20R are controlled to be the target rotation angles φft and φrt, respectively.

  Next, with reference to a flowchart shown in FIG. 6, a description will be given of a routine for calculating the marginal degree Af and Ar of the lateral force generation of the front and rear wheels in the embodiment.

  First, in step 22, based on the ground contact load Fzoi (i = fl, fr, rl, rr) of each wheel when the vehicle is stationary, the longitudinal acceleration Gx of the vehicle, and the lateral acceleration Gy of the vehicle, Thus, the ground contact load Fzi (i = fl, fr, rl, rr) of each wheel is calculated in a known manner, and in step 24, the wheel load of each wheel is calculated based on the information from the driving force distribution control electronic control unit 76. The driving force is calculated, and the braking force of each wheel is calculated based on the information from the behavior control electronic control unit 72. Based on the driving force and the braking force, the driving force of each wheel is calculated in a manner known in the art. The longitudinal force Fxi (i = fl, fr, rl, rr) is calculated.

In step 26, the canvas last load dependency coefficient of each wheel is Ki (i = fl, fr, rl, rr), and the canvas last coefficient Kcami (i = fl, fr, rl, rr) is calculated, and the camber angle of the road surface (positive in the left-down direction) estimated in a manner known in the art is Acam, and the canvas last Fcami (i = Fl, fr, rl, rr) is calculated.
Kcami = Fzi ・ Ki (5)
Fcami = Acam ・ Kcami ...... (6)

Is in step 28 with reading the signal indicative of the variation Fxdvci of the longitudinal force of each wheel by distribution control variation Fxdyci and the driving force of the longitudinal force of each wheel by the behavior control is performed, the front and rear in accordance with equation 7 below The corrected longitudinal force Fxai of each wheel is calculated by subtracting the longitudinal force changes Fxdyci and Fxdvci from the force Fxi.
Fxai = Fxi-Fxdyci-Fxdvci ( 7 )
In step 30, the road friction coefficient Fyi (i = fl, fr, rl, i = fl, fr, rl, etc.) according to the following equation 8 is used, where μ is the friction coefficient of the road surface estimated or detected in a manner known in the art. rr) is calculated.
Fyi = (μ ² Fzi ² −Fxai ² ) ^1/2 (8)

In step 32, the amount of change Fystci in the lateral force of each wheel is calculated in the manner known in the art based on the amount of increase or decrease in the turning angle of the left and right front wheels by the turning angle control. The corrected lateral force Fyai of each wheel is calculated by subtracting the change Fystci of the lateral force from the lateral force Fyi of each wheel in accordance with Equation 9.
Fyai = Fyi-Fystci (9)

In step 34, the maximum lateral force Fymaxi (i = fl, fr, rl, rr) that can be generated by each wheel is calculated according to the following equation (10).
Fymaxfl = Fyafl + Fcamfl
Fymaxfr = Fyafr-Fcamfr
Fymaxrl = Fyarl + Fcamrl
Fymaxrr = Fyarr−Fcamrr (10)

In step 36, the margin Af for generating the lateral force of the front wheels is calculated according to the following equation (11).
Af = 1− (| Fyafl | + | Fyafr |) / (| Fymaxfl | + | Fymaxfr |) (11)

Similarly, in step 38, the rear wheel lateral force generation margin Ar is calculated according to the following equation (12).
Ar = 1− (| Fyarl | + | Fyarr |) / (| Fymaxrl | + | Fymaxrr |) (12)

  Thus, the marginal degree Af of the lateral force generation of the front wheels and the marginal degree Ar of the lateral force generation of the rear wheels are calculated in step 20, and the margin based on the marginal degrees Af and Ar of the lateral force generation of the front and rear wheels is calculated in step 40. In order to reduce the difference between the degrees Af and Ar and make them the same, the target roll stiffness distribution ratio Rsd of the front wheels is calculated, and in steps 50 and 60, the final target roll stiffness distribution ratio Rsdt of the front wheels is calculated. At 70, the target anti-roll moment Mat is calculated based on the lateral acceleration Gy of the vehicle, and at step 80, the target anti-roll moment of the front wheels for achieving the target anti-roll moment Mat at the final target roll stiffness distribution ratio Rsdt. Maft and the target anti-roll moment Mart of the rear wheel are calculated, and in steps 90 and 100, the target anti-roll moments Maft and Mft are calculated. Active stabilizer devices 16 and 18 are controlled so that art is achieved.

  Therefore, the roll of the vehicle can be effectively reduced by controlling the anti-roll moment of the entire vehicle to the target anti-roll moment Mat, and the front and rear wheels corresponding to the final target roll stiffness distribution ratio Rsdt can be reduced. By controlling the roll rigidity distribution ratio, the magnitude of deviation between the marginal degree Af of the lateral force generation of the front wheels and the marginal degree Ar of the lateral force generation of the rear wheels is reduced, so that the deviation of the marginal degrees Af and Ar is reduced. Compared to the case where the size is not reduced, the lateral force of the entire vehicle can be increased and the turning limit of the vehicle can be improved.

  Further, according to the illustrated embodiment, the steering characteristic when the vehicle turns can be automatically and preferably changed. In other words, the front / rear wheel roll stiffness distribution ratio of the vehicle is generally set closer to the front wheels to ensure good turning stability, so when the vehicle starts turning, the turning lateral force is first generated on the front wheels and the front wheel lateral force is generated. In response to this, the front and rear wheel roll stiffness distribution ratio is changed to the rear wheel side, the vehicle steer characteristic is changed to the oversteer side, and the vehicle can easily turn. Then, when the rear wheel lateral force generation margin Ar decreases, the front and rear wheel roll stiffness distribution ratio is changed to the front wheel side in response to this, and the vehicle steering characteristic is changed to the understeer side. Good turning stability is ensured.

Especially According to the illustrated embodiment, in step 22 and 24 are calculated is the longitudinal force Fxi on each wheel, the distribution of variation Fxdyci and the driving force of the longitudinal force by the behavior control than the longitudinal force Fxi In step 28 Step 30 is calculated as the longitudinal force Fxai of each wheel after correction by subtracting the change Fxdvci in the longitudinal force by the control, that is, the longitudinal force of each wheel excluding the change in the longitudinal force by the drive force distribution control and behavior control. In step 32, the lateral force Fyi of each wheel is calculated based on the corrected longitudinal force Fxai of each wheel, and in step 32, the lateral force change Fystci by turning angle control is subtracted from the lateral force Fyi of each wheel. The corrected lateral force Fyai of each wheel, that is, the lateral force of each wheel excluding the change in lateral force due to the turning angle control is calculated.

  In step 34, the maximum lateral force Fymaxi that can be generated by each wheel is calculated as the sum of the corrected lateral force Fyai of each wheel and the canvas last Fcami of each wheel. In steps 36 and 38, the corrected lateral force Fymaxi is calculated. Based on the lateral force Fyai of each wheel and the maximum possible lateral force Fymaxi, the marginal degree Af of the lateral force generation of the front wheels and the marginal degree Ar of the lateral force generation of the rear wheels are calculated.

  Therefore, the lateral force generation of the front wheels is based on the longitudinal force of each wheel excluding the change in the longitudinal force due to the distribution control and behavior control of the driving force and the lateral force of each wheel excluding the change in the lateral force due to the turning angle control. Marginal degree Af and rear wheel lateral force generation marginal degree Ar can be calculated, which is affected by changes in the longitudinal force or lateral force of the wheel due to drive force distribution control, behavior control, and turning angle control. The front / rear wheel distribution ratio of the roll stiffness can be controlled to reduce the magnitude of the deviation between the margin of generation of the lateral force of the front wheel and the margin of generation of the lateral force of the rear wheel. Thus, it is possible to reliably prevent hunting from occurring between the behavior control, the turning angle control, and the roll rigidity control.

  Further, according to the illustrated embodiment, the weight Wg is 0 or more and 1 based on the lateral acceleration Gy of the vehicle so that the weight Wg is small in the region where the lateral acceleration Gy of the vehicle is small in Step 50. Since the final target roll stiffness distribution ratio Rsdt of the front wheels is calculated in accordance with the above formula 2 in step 60, the lateral acceleration Gy of the vehicle is small and the front and rear wheel roll stiffness distribution ratio is controlled. Prevents front and rear wheel roll stiffness distribution ratio control from being performed wastefully in situations where the effect of increasing or decreasing the lateral force of the front and rear wheels is low, reducing the control frequency of front and rear wheel roll stiffness distribution ratio and reducing energy consumption In particular, it is possible to reduce the deterioration of the steering feeling caused by the decrease in the roll rigidity of the front wheels.

  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 above-described embodiment, behavior control by controlling the longitudinal force of the wheel, behavior control by controlling the steering angle of the steered wheel, and yaw control of the vehicle by controlling the distribution of driving force are performed. The roll stiffness control device of the present invention is applied to a vehicle in which any one of behavior control by braking force control, behavior control by steering wheel control, and vehicle yaw control by driving force distribution control is not performed. Also good. Further, the behavior control by controlling the longitudinal force of the wheel is executed by controlling the braking force of each wheel, but may be achieved by controlling the braking / driving force of each wheel.

  In the above-described embodiment, the front wheel lateral force generation margin Af and the rear wheel lateral force generation margin Ar are calculated according to the above equations 11 and 12, respectively. The lateral force generation margin Af and the rear wheel lateral force generation margin Ar represent the maximum lateral force Fymaxi that can be generated by each wheel and the lateral force of each wheel so as to indicate the magnitude of the lateral force that can be increased by each wheel. The absolute value of the deviation Fymaxi−Fyi from Fyi may be calculated.

Further, the marginal degree Af of the lateral force generation of the front wheels and the marginal degree Ar of the lateral force generation of the rear wheels increase each wheel according to the following equations 13 and 14, respectively, so as to indirectly represent the marginal degree of lateral force generation of each wheel. It may be calculated as a lateral force load factor that is a ratio of a lateral force to a possible force. In this case, the target roll stiffness distribution ratio Rsd of the front wheels in step 70 is calculated according to the following equation 15.
Af = (| Fyfl | + | Fyfr |) / (| Fymaxfl | + | Fymaxfr |) (13)
Ar = (| Fyrl | + | Fyrr |) / (| Fymaxrl | + | Fymaxrr |) (14)
Rsd = Rsdb + Kf (Ar−Af) / (Af + Ar) (15)

  In the above embodiment, the weight Wg is calculated from the map corresponding to the graph shown in FIG. 5 based on the lateral acceleration Gy of the vehicle in step 50. The vehicle speed V or the road surface friction coefficient μ or the road surface friction coefficient μ or the road surface friction coefficient μ or the road surface friction coefficient μ is decreased so that the vehicle speed V is lower as the vehicle speed V is lower. The power supply voltage Ve may be modified so as to be variably set.

  In the above-described embodiment, the weight Wg is calculated as a value between 0 and 1 based on the lateral acceleration Gy of the vehicle in step 50. However, the weight Wg is the estimated vehicle weight. It may be modified to be calculated based on the roll moment or the target anti-roll moment Mat.

  In the above-described embodiment, the anti-roll moment is increased or decreased by the active stabilizer device to reduce the roll of the vehicle, and the front and rear wheel roll stiffness distribution ratio is variably controlled. However, the anti-roll moment is increased or decreased. The means for causing may be any means known in the art that can increase or decrease the ground contact load of the wheel, such as an active suspension.

  In the above-described embodiment, the target anti-roll moment Mat of the vehicle is calculated based on the lateral acceleration Gy of the vehicle. The target anti-roll moment Mat is calculated based on the vehicle speed V and the steering angle θ. It may be calculated based on the calculated lateral acceleration Gyh of the vehicle, or may be calculated based on the linear sum of the lateral acceleration Gy of the vehicle and the estimated lateral acceleration Gyh of the vehicle, for example.

One embodiment of a vehicle roll stiffness control device according to the present invention applied to a four-wheel drive vehicle having an active stabilizer device on the front wheel side and the rear wheel side and a turning angle varying device functioning as an automatic turning device. It is a schematic block diagram which shows the principal part of. It is a schematic block diagram which shows the drive system and turning angle variable apparatus of an Example. It is a block diagram which shows the control system of an Example. It is a flowchart which shows the control routine of the front-and-rear wheel roll rigidity distribution ratio and anti-roll moment in an Example. It is a graph which shows the relationship between the lateral acceleration Gy of a vehicle, and the weight Wg. It is a flowchart which shows the margin degree Af and Ar calculation routine of the lateral force generation | occurrence | production of the front and rear wheels in an Example.

Explanation of symbols

16, 18 Active stabilizer device 20F, 20R Actuator 22, 70, 72, 74, 76 Electronic control device 26 Braking device 44 Steering angle variable device 54 Drive device 80 Longitudinal acceleration sensor 82 Lateral acceleration sensor 84 Yaw rate sensor 86 Vehicle speed sensor 88 Steering Angle sensor 90F, 90R, 96 Rotation angle sensor 92, 94FL-94RR Pressure sensor 98 Accelerator opening sensor

Claims (4)

  Vehicle front and rear wheel roll stiffness distribution ratio variable means, means for estimating a marginal degree of lateral force generation of front wheels and rear wheels, marginal degree of lateral force generation of the front wheels and marginal degree of lateral force generation of the rear wheels, In the vehicle roll stiffness control apparatus, the vehicle has a control means for controlling the front and rear wheel roll stiffness distribution ratio variable means so as to reduce the magnitude of the deviation of the vehicle. Alternatively, there is a wheel generation force changing means for changing the lateral force, and the means for estimating the margin for generating the lateral force is when the longitudinal force or the lateral force of any wheel is changed by the wheel generation force changing means. A roll stiffness control device for a vehicle, characterized in that a margin of lateral force generation is estimated based on a longitudinal force and a lateral force of a wheel obtained by subtracting a change caused by the wheel generating force changing means.   2. The vehicle according to claim 1, wherein the wheel generation force changing means includes behavior control means for stabilizing the running behavior by changing the longitudinal force of each wheel when the running behavior is unstable. Roll stiffness control device.   The wheel generation force changing means includes behavior control means for stabilizing the running behavior by changing the lateral force of each wheel when the running behavior is unstable. Roll stiffness control device for vehicles. The wheel generation force changing means includes yaw movement control means for controlling yaw movement of the vehicle by controlling distribution of driving force when the running behavior is stable. Roll stiffness control device for vehicles.

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