JP4887719B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that controls the behavior of a vehicle by independently controlling the torque applied to the wheels of the vehicle.

  2. Description of the Related Art In recent years, a so-called in-wheel motor vehicle has been developed as an electric vehicle that incorporates a motor in a wheel and directly drives the wheel with the motor. As an advantage of this in-wheel motor type electric vehicle, it is possible to widen the space of the vehicle interior and trunk room by eliminating the drive train such as the conventional engine and transmission, and the motor built into each wheel is individually To control the driving torque or braking torque to be applied to each wheel individually by controlling the power running or regenerative control of each in-wheel motor individually, so that the driving force and braking force of the vehicle are in the running state. The point which can be appropriately controlled according to the above is mentioned.

  Among these advantages, the difference in the magnitude of the driving torque (or braking torque) between the left and right front wheels and rear wheels can be achieved by utilizing the point that the driving torque or braking torque applied to each wheel can be controlled individually. The present applicant has proposed a vehicle driving force control device that suppresses the roll of the vehicle body that occurs during turning by providing a vertical force on the vehicle body (see Japanese Patent Application No. 2004-126040). .

  In the roll control that suppresses the roll of the vehicle body in the in-wheel motor vehicle by this proposal, when the roll is generated in the vehicle body, the drive torque that acts on the front wheel is changed from the drive torque that acts on the rear wheel on which the vehicle body sinks. By controlling the driving torque or braking torque applied to the front and rear wheels so that the subtracted deviation becomes large, a force to lift the vehicle body is generated on the side where the vehicle body sinks during rolling, By controlling the drive torque or braking torque applied to the front and rear wheels so that the deviation obtained by subtracting the drive torque acting on the front wheels from the drive torque acting on the rear wheels on the side where the vehicle body is lifted is controlled, the vehicle body floats when rolling. On the side, a force to push down the vehicle body is generated, and the roll of the vehicle body is suppressed.

  Specifically, as shown in FIG. 6, the vehicle in which the above-described roll control is performed includes each suspension in a vehicle side view of each suspension (not shown) that supports each wheel 1, 2, 3, 4 on the vehicle body B. The instantaneous rotation centers C1, C2, C3, and C4 are always positioned between the front wheels 1 and 2 and the rear wheels 3 and 4 in the vehicle longitudinal direction. Then, as shown in FIG. 6A, a torque (in this case) that can apply a force F2t in the direction of decelerating or braking the vehicle Ve to the ground contact point 2a of the front wheel 2 with respect to the traveling direction of the vehicle Ve. Is applied to the front wheel 2, F2s having a component force F2sv in the vertical direction upward (upward in FIG. 6A) acts on the instantaneous rotation center C2 of the suspension of the front wheel 2. . In other words, a force F2sv acting in the direction in which the vehicle body B is lifted through the suspension of the wheel 2, that is, the direction in which the vehicle body B is prevented from sinking during rolling (upward in FIG. 6A) is applied to the vehicle body B. To do. Similarly, a torque (in this case, a driving torque) that can apply a force F4t in the direction of accelerating the vehicle Ve to the ground contact point 4a of the rear wheel 4 with respect to the traveling direction of the vehicle Ve is applied to the rear wheel 4. Then, F4s having an upward component force F4sv in the vertical direction acts on the instantaneous rotation center C4 of the suspension of the rear wheel 4. In other words, a force F4sv is applied to the vehicle body B in the direction in which the vehicle body B is lifted through the suspension of the wheels 4, that is, the direction in which the vehicle body B is prevented from sinking during rolling.

  Further, as shown in FIG. 6 (b), a torque (in this case, driving that can apply a force F1t in the direction of accelerating the vehicle Ve to the ground point 1a of the front wheel 1 with respect to the traveling direction of the vehicle Ve. When torque is applied to the front wheel 1, F1s having a component force F1sv vertically downward (downward in FIG. 6B) acts on the instantaneous rotation center C1 of the suspension of the front wheel 1. In other words, a force F1sv in the direction of pushing down the vehicle body B via the suspension of the wheel 1, that is, the direction of suppressing the vehicle body B from being lifted during rolling (downward in FIG. 6A) acts on the vehicle body B. . Similarly, torque (in this case, braking torque) that can apply a force F3t in the direction of decelerating or braking the vehicle Ve to the ground contact point 3a of the rear wheel 3 with respect to the traveling direction of the vehicle Ve is applied to the rear wheel 3. When applied, F3s having a downward component force F3sv in the vertical direction acts on the instantaneous rotation center C3 of the suspension of the rear wheel 3. In other words, a force F3sv is applied to the vehicle body B in the direction of pushing down the vehicle body B via the suspension of the wheel 3, that is, the direction in which the vehicle body B is prevented from being lifted during rolling.

  Therefore, when a roll is generated in the vehicle body B of the vehicle configured as described above, the driving torque or braking torque in the state shown in FIG. 6A is applied to the front and rear wheels on the side where the vehicle body B sinks. In this way, that is, when the side shown in FIG. 6 (a) is the side on which the vehicle body B sinks during rolling, the in-foil of the front wheel 2 so that F2s acts on the instantaneous rotation center C2 of the suspension of the front wheel 2. Control the motor, or control the in-wheel motor of the rear wheel 4 so that F4s acts on the instantaneous rotation center C4 of the suspension of the rear wheel 4, or F2s acts on the instantaneous rotation center C2 of the suspension of the front wheel 2. The in-wheel motors of the front and rear wheels 2 and 4 are controlled so that F4s acts on the instantaneous rotation center C4 of the suspension of the rear wheel 4, in other words, By controlling the in-wheel motors of the front and rear wheels 2 and 4 so that the deviation obtained by subtracting the torque applied to the front wheel 2 from the torque applied to the wheel 4 is increased, A force Fu (F2sv or F4sv, or a resultant force of F2sv and F4sv) in a direction to suppress the sinking of the vehicle body B during rolling can be generated.

  On the other hand, by applying the driving torque or braking torque in the state shown in FIG. 6B to the front and rear wheels on the side where the vehicle body B is lifted, that is, the side shown in FIG. Control the in-foil motor of the front wheel 1 so that F1s acts on the instantaneous rotation center C1 of the suspension of the front wheel 1 or F3s at the instantaneous rotation center C3 of the suspension of the rear wheel 3. Control the in-wheel motor of the rear wheel 3 so that it acts, or F1s acts on the instantaneous rotation center C1 of the suspension of the front wheel 1 and F3s acts on the instantaneous rotation center C3 of the suspension of the rear wheel 3 Control the in-wheel motors of the wheels 1 and 3, respectively, in other words, subtract the torque applied to the front wheel 1 from the torque applied to the rear wheel 3. By controlling the in-wheel motors of the front and rear wheels 1 and 3 so as to reduce the deviation, a force Fd (F1sv or F3sv in a direction to push down the vehicle body B against the vehicle body B, that is, a direction to suppress the vehicle body B from being lifted during rolling , Or the resultant force of F1sv and F3sv).

  According to the control device for an in-wheel motor type vehicle configured as described above, the force to lift the vehicle body to the side where the vehicle body sinks when the vehicle body rolls, that is, the sinking of the vehicle body during the roll is suppressed. Is applied to each wheel so as to generate a force that pushes down the vehicle body, that is, a force that suppresses the vehicle body lift during rolling. By controlling the driving torque or the braking torque, the roll of the vehicle body can be suppressed.

  However, the driving state of the vehicle changes in various ways, for example, a state where a large lateral acceleration and a roll are generated in the vehicle such as when turning at a high speed or a road surface state where the vehicle is traveling, The driving force and braking force of the vehicle cannot be obtained stably on rough roads with large irregularities, or on so-called low-μ roads with reduced friction coefficient due to rain, snow or freezing. . As a result, the roll control as described above may not be performed properly.

  Further, for example, a vehicle stability control (VSC) device that increases or decreases the output of the power source and the braking force to stabilize the behavior of the vehicle during turning, or the vehicle stability by preventing the wheels from locking during braking. When the above-described roll control is executed when the running stability control is performed in which an ABS (anti-lock braking system) device that increases or decreases the braking force to ensure steering performance is operated, the roll control is performed. The control of the driving torque and braking torque applied to each wheel and the control of the driving torque and braking torque applied to each wheel for vehicle stability control may interfere with each other or may conflict with each other. As a result, there is a case where neither the traveling stability control nor the roll control can be properly controlled. Thus, there is still room for improvement in the prior art.

  The present invention has been made paying attention to the above technical problem, and according to the running state of the vehicle when controlling the roll state of the vehicle body by individually controlling the driving torque or braking torque applied to each wheel. It is an object of the present invention to provide a vehicle control device that can appropriately control the roll state of the vehicle body.

In order to achieve the above object, the invention of claim 1 includes a suspension mechanism that supports at least the front and rear wheels on a vehicle body, and braking / driving torque control means for independently controlling the driving torque and braking torque of the front and rear wheels, respectively. A roll detection means for detecting a roll state of the vehicle body, and a driving torque or a braking torque is applied to the front and rear wheels by the braking / driving torque control means according to the roll state detected by the roll detection means, and the roll In a vehicle control device comprising a roll control means for controlling a state, a travel state detection means for detecting a travel state of the vehicle, and the roll control means based on the travel state detected by the travel state detection means Roll control changing means for changing the control amount of the roll state according to the above, and the running state detecting means is at least Detecting a steering angle and vehicle speed of the vehicle, on the basis of their detected at least the steering angle and the vehicle speed, road hand stages and the vehicle is traveling determining lateral acceleration and roll angle generated during turning of the vehicle includes means for detecting a state, the roll control changing means, the running state hands stage changes the control amount of the roll state on the basis of the lateral acceleration and the roll angle obtained by the detection means and the running state detecting means The control device includes means for stopping the control of the roll state when the road surface state detected by the step becomes a predetermined state .

Further, the invention according to claim 2 is the invention according to claim 1 , wherein the running state detecting means includes means for detecting unevenness of the road surface, and the roll control changing means is detected by the running state detecting means. The control device includes means for stopping the control of the roll state when the unevenness of the road surface is larger than a predetermined state.

Further, the invention of claim 3, in the invention of claim 1 or 2, wherein the running condition detecting means includes means for determining the friction coefficient of the road surface, the roll control changing means, said running state detecting means The control device includes means for stopping the control of the roll state when the friction coefficient of the road surface obtained by the step is smaller than a predetermined value.

According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the suspension mechanism is configured such that the instantaneous center of rotation in a side view of the vehicle is located between the front wheel and the rear wheel. The roll control means includes means for controlling the roll state by providing a difference in driving torque or braking torque between the front and rear wheels applied by the braking / driving torque control means. It is a control device.

The invention according to claim 5 is the invention according to any one of claims 1 to 4 , wherein the braking / driving torque control means controls rotation of a motor that independently applies torque to the front and rear wheels. The control device further includes means for controlling the driving torque and the braking torque.

According to the first aspect of the present invention, the driving torque or braking torque applied to the front and rear wheels is independently controlled, and the vertical force is applied to the vehicle body via the suspension mechanism, whereby the vehicle body roll state The roll control for controlling is executed. At this time, the running state of the vehicle is detected, the control amount of the roll control is appropriately changed based on the running state of the detected vehicle. Therefore, it is possible to control the roll of the vehicle body condition with the appropriate control amount according to the running state of the vehicle.

According to the first aspect of the present invention, when the roll control is executed, the steering angle and the vehicle speed of the vehicle are detected as the running state of the vehicle, and based on the detected steering angle and vehicle speed of the vehicle. The lateral acceleration and roll angle of the vehicle estimated in this way are obtained. Then, control the amount of roll control is changed appropriately based on the lateral acceleration and roll angle of their estimated vehicle. Therefore, the roll state of the vehicle body corresponding to the lateral acceleration of the vehicle can be appropriately set in advance based on the estimated values of the lateral acceleration and the roll angle of the vehicle obtained from the steering angle and the vehicle speed of the vehicle. it is possible to control the roll of the vehicle body condition at the right control quantity corresponding to the state.

According to the first aspect of the present invention, the state of the road surface on which the vehicle is traveling is detected as the traveling state of the vehicle, and the detected road surface state is determined as a road surface state that is not appropriate for executing the roll control. When the predetermined state is set in advance, the roll control is stopped. Therefore, it is possible to avoid improper roll control from being performed when traveling on a road surface that is not suitable for executing roll control.

Furthermore, according to the invention of claim 2, the state of unevenness of the road surface on which the vehicle is traveling is detected as the traveling state of the vehicle, and the detected unevenness of the road surface is not appropriate for executing the roll control. If the road surface unevenness state is larger than a predetermined state, the roll control is stopped. For this reason, it is possible to avoid inappropriate roll control from being performed when traveling on a rough road having unevenness that is not suitable for performing roll control.

Furthermore, according to the invention of claim 3, as the running state of the vehicle, the friction coefficient of the road surface on which the vehicle is traveling is detected or estimated, and the obtained friction coefficient of the road surface performs roll control. When the road surface friction coefficient that is not appropriate for this is smaller than a predetermined value, the roll control is stopped. Therefore, it is possible to avoid improper roll control being performed when traveling on a low μ road having a low friction coefficient that is not appropriate for performing roll control.

According to the invention of claim 4, the suspension mechanism for supporting the front and rear wheels on the vehicle body is such that the instantaneous center of rotation of the vehicle side view is always located between the front and rear wheels in the front-rear direction of the vehicle. A difference in driving torque or braking torque applied to the front wheel and the rear wheel, that is, a difference in magnitude or direction of torque applied to the front wheel and the rear wheel, in other words, the front wheel By making the torque (driving torque or braking torque) applied to the rear wheel different from each other, a vertical force is applied to the vehicle body. Therefore, the driving torque or braking torque to be applied to the front wheels and the driving torque or braking torque to be applied to the rear wheels are provided with at least a difference between them, in other words, they are different from each other and controlled to an arbitrary magnitude. By doing so, the vertical force applied to the vehicle body can be arbitrarily set, and roll control can be easily executed.

In addition, according to the invention of claim 5, the torque applied to the front and rear wheels is controlled by independently controlling the rotation of the motor incorporated in each wheel. Therefore, roll control can be easily executed.

Next, an embodiment of the present invention will be described with reference to the drawings. First, the configuration and control system of a vehicle to which the present invention is applied are shown in FIG. The vehicle Ve shown in FIG. 5 has left and right front wheels 1 and 2 and left and right rear wheels 3 and 4, and each wheel 1, 2, 3 and 4 is a vehicle via a suspension (not shown). It is supported by the vehicle body B of Ve. Then, the wheel inside of each wheel 1, 2, 3, 4, Ru motor 5 is incorporated respectively Tei. In other words, the motors 5 of the wheels 1, 2, 3, 4 are so-called in-wheel motors, and the rotation of the motors 5 is controlled independently, so that each wheel 1, 2, 3, 4 is controlled. The applied driving force and braking force can be controlled independently. Each of these motors 5 is an AC synchronous motor, for example, and is connected to a battery 7 via an inverter 6. The inverter 6 is connected to an electronic control unit (ECU) 8 that controls the rotation of each motor 5.

  When each motor 5 is driven, the DC power of the battery 7 is converted into AC power by the inverter 6, and the AC power is supplied to each motor 5 so that each motor 5 is powered and a driving torque is applied to the wheels. The Each motor 5 can be regeneratively controlled using the rotational energy of the wheels. That is, at the time of regeneration and power generation of each motor 5, the rotational (kinetic) energy of the wheel is converted into electric energy by each motor 5, and the electric power generated at that time is charged to the battery 7 via the inverter 6. At this time, braking torque based on regeneration and power generation is applied to the wheels.

  Thus, the driving torque and braking torque of each wheel 1, 2, 3, 4 can be controlled independently by the motor 5, inverter 6, battery 7, ECU 8, etc. of each wheel 1, 2, 3, 4 respectively. Accordingly, each of the motor 5, the inverter 6, the battery 7, the ECU 8, and the like function as braking / driving torque control means in the present invention.

  The suspension for supporting each wheel 1, 2, 3, 4 in which the motor 5 is incorporated in the vehicle body B is, for example, a strut suspension including a strut incorporating a shock absorber, a coil spring and a suspension arm, and a coil. It is a known suspension mechanism such as a wishbone type suspension composed of a spring, a shock absorber, upper and lower suspension arms, etc., and these various suspension mechanisms can be appropriately selected and employed.

  In each of the suspensions of the wheels 1, 2, 3 and 4, the instantaneous rotation center in the side view of the vehicle Ve is between the front wheels 1 and 2 and the rear wheels 3 and 4 in the longitudinal direction of the vehicle Ve. Configured to be located. That is, as in the vehicle driving force control device previously proposed by the applicant, the instantaneous rotation centers C1, C2, C3, and C4 in the side view of the vehicle Ve are always set to the vehicle as shown in FIG. It is configured to be positioned between the front wheel 1 and the rear wheel 3 in the front-rear direction of Ve or between the front wheel 2 and the rear wheel 4. Therefore, as described above, by controlling the rotation of each motor 5 such that the driving torque or braking torque in the state shown in FIG. The force Fu in the vertical direction of Ve (the vertical direction in FIG. 6), that is, the direction in which the vehicle body B is lifted, that is, the direction in which the vehicle body B is prevented from sinking when the vehicle body B rolls (upward in FIG. 6). Alternatively, a force Fd in the direction in which the vehicle body B is pushed down, that is, the direction in which the vehicle body B is prevented from being lifted when the vehicle body B rolls (downward in FIG. 6) can be applied.

  Stroke sensors 9 that detect the stroke amount of each suspension are provided at predetermined positions corresponding to the wheels 1, 2, 3, and 4 of the vehicle body B, respectively. Each of the stroke sensors 9 is connected to the ECU 8 and is configured to detect the roll state of the vehicle body B such as the roll amount or roll angle based on the detection results. Accordingly, each of these stroke sensors 9, ECU 8, etc. functions as roll detecting means in the present invention. Further, based on the detection result of each stroke sensor 9, the traveling state of the vehicle Ve such as the unevenness of the road surface on which the vehicle Ve is traveling can be detected or calculated. Therefore, each of these stroke sensors 9, ECU8, etc. also functions as a traveling state detection means in the present invention. Instead of the stroke sensor 9 described above, for example, a vehicle height sensor (not shown) is placed at a predetermined position corresponding to each wheel 1, 2, 3, 4 of the vehicle body B, or a vertical acceleration sensor (not shown). ) At a predetermined position corresponding to each wheel 1, 2, 3, 4 of the vehicle body B, and the roll state of the vehicle body B can be detected by detecting or calculating the stroke amount of each suspension. .

Further, wheel speed sensors 10 for detecting the rotational speeds of the wheels 1, 2, 3, 4 are provided at predetermined positions corresponding to the wheels 1, 2, 3, 4 of the vehicle body B, respectively . Each wheel speed sensor 10 is connected to the ECU 8, detects the rotational speed of each wheel 1, 2, 3, 4 and the speed (vehicle speed) of the vehicle body B in the front-rear direction based on the detection results. , And the acceleration in the longitudinal direction of the vehicle body B (longitudinal acceleration), or the traveling state of the vehicle Ve such as the slip state or the locked state of each wheel 1, 2, 3, 4 can be detected or calculated. Yes. Accordingly, each wheel speed sensor 10, ECU 8 and the like function as a traveling state detection means in the present invention. Instead of the wheel speed sensor 10 described above, the vehicle speed and the vehicle body of the vehicle body B are detected by detecting, for example, a control signal for controlling the rotation of each motor 5 or a current value of electric power supplied to each motor 5. It is also possible to detect the longitudinal acceleration of B or the like. Furthermore, the longitudinal acceleration of the vehicle body B can be detected by providing a longitudinal acceleration sensor (not shown).

  A brake pedal sensor 11 that detects a depression amount (depression angle) or depression pressure of a brake pedal (not shown), and an accelerator that detects an depression amount (depression angle) or depression pressure of an accelerator pedal (not shown). A pedal sensor 12 and a steering angle sensor 13 for detecting the steering direction and the steering angle amount of the steering wheel are provided. The brake pedal sensor 11, the accelerator pedal sensor 12, and the steering angle sensor 13 are connected to the ECU 8, respectively, and detect or calculate the traveling state of the vehicle Ve based on the detection results thereof, and the detection results thereof. Based on the above, each motor 5, a hydraulic pump for power steering (not shown), an electric motor (not shown), or the like is appropriately controlled. Therefore, the brake pedal sensor 11, the accelerator pedal sensor 12, the steering angle sensor 13, the ECU 8 and the like also function as the traveling state detection means in the present invention.

  As described above, according to the present invention, when controlling the roll state of the vehicle body B by individually controlling the driving torque or the braking torque applied to each of the wheels 1, 2, 3, 4 according to the traveling state of the vehicle Ve. Therefore, the control device of the present invention is configured to execute the following control.

  FIG. 1 is a flowchart for explaining a control example of roll control by the control device of the present invention, and the routine shown in this flowchart is repeatedly executed every predetermined short time. In FIG. 1, first, the roll control for controlling the driving torque or braking torque applied to each wheel 1, 2, 3, 4 according to the roll state of the vehicle body B and controlling the roll state of the vehicle body B to a desired state is performed. It is determined whether it is executed or is being executed (step S11). If the roll control is not executed or is not being executed, and if a negative determination is made in step S11, the routine is temporarily terminated without performing the subsequent control.

  On the other hand, if a positive determination is made in step S11 because roll control is being executed or is being executed, the process proceeds to step S12, where each wheel speed sensor 10 for each wheel 1, 2, 3, 4 is set. From the detected value of the steering angle sensor 13, the vehicle speed V of the vehicle Ve and the steering angle (steering direction and steering angle) W of the steering wheel are detected. Subsequently, based on the detected rotational speeds of the wheels 1, 2, 3, and 4, the vehicle speed V, and the steering angle W, the side of the vehicle body B generated by the centrifugal force that acts on the vehicle body B when the vehicle Ve turns. An estimated value of acceleration (estimated lateral acceleration) Gh, an estimated value of roll angle or roll amount (estimated roll amount) R indicating the amount of inclination of the vehicle body B with respect to the horizontal direction when the vehicle body B rolls during turning, and a vehicle An estimated value (estimated road surface friction coefficient) μ of the road surface on which Ve is traveling is calculated (step S13).

  Further, when a roll is generated in the vehicle body B during the turning of the vehicle Ve at the vehicle speed V and the steering angle W based on the calculated estimated lateral acceleration Gh, estimated roll amount R, and estimated road surface friction coefficient μ. A moment (roll moment) M acting on the vehicle body B is obtained by calculation or based on a predetermined map (step S14). As an example of the map, for example, as shown in FIG. 2, a map in which the horizontal axis is “estimated lateral acceleration Gh / estimated road surface friction coefficient μ” and the vertical axis indicates the value of the roll moment M to be obtained can be cited. .

  When the roll moment M is obtained based on the estimated lateral acceleration Gh, the estimated roll amount R, and the estimated road surface friction coefficient μ, the moment of the vehicle body B corresponding to the roll moment M (for example, the anti-roll moment that cancels or suppresses the roll moment M) ) M ′ is obtained, and in order to apply the anti-roll moment M ′ to the vehicle body B, the driving torque or braking torque (braking / driving torque) T1 to be applied to each wheel 1, 2, 3, 4 is calculated. Or based on a predetermined map (step S15). As an example of the map, for example, as shown in FIG. 3, the horizontal axis is anti-roll moment M ′, and the vertical axis indicates the value of braking / driving torque T1 to be applied to each wheel 1, 2, 3, 4 to be obtained. The map shown can be mentioned.

When the braking / driving torque T1 to be applied to each of the wheels 1, 2, 3, 4 is obtained, the wheels 1, 2, 3 and 4 are applied to apply the braking / driving torque T1 to the wheels 1, 2, 3, 4 respectively. A control command Co1 for controlling the rotation of the motors 2, 3, 4 is output (step S16). That is, based on various data indicating the traveling state of the vehicle Ve such as the vehicle speed V, the steering angle W, the estimated lateral acceleration Gh, the estimated roll amount R, the estimated road surface friction coefficient μ, and the like obtained in the above steps. , such as by the above-described anti-roll moment M 'and the braking and driving torque T1, the control amount of the roll control for controlling the rolling state of the vehicle body B is set or changed. Then, when the control command Co1 is output, this routine is once ended thereafter.

  FIG. 4 is a flowchart for explaining another control example of roll control by the control device of the present invention. Like the control example shown in the flowchart of FIG. 1, the routine shown in this flowchart has a predetermined Repeated every short time. In FIG. 4, first, roll control for controlling driving torque or braking torque applied to each wheel 1, 2, 3, 4 according to the roll state of the vehicle body B and controlling the roll state of the vehicle body B to a desired state is performed. It is determined whether it is executed or is being executed (step S21). If the roll control is not executed or is not being executed, and if a negative determination is made in step S21, the routine is temporarily terminated without performing the subsequent control.

  On the other hand, if the affirmative determination is made in step S21 because the roll control is being executed or is being executed, the process proceeds to step S22, and the suspensions of the wheels 1, 2, 3, 4 of the vehicle body B are moved. The stroke amount St is detected. Subsequently, based on the stroke amount St detected in step S22, it is determined whether or not the unevenness of the road surface on which the vehicle Ve is traveling is larger than a predetermined state predetermined for determining a bad road. (Step S23).

  If the unevenness of the road surface on which the vehicle Ve is traveling is larger than a predetermined state that is determined in advance to determine a bad road, the vehicle Ve travels when it is determined affirmative in step S23. If it is determined that the road surface is a rough road with large unevenness, the routine is temporarily terminated without performing the subsequent control. That is, roll control is stopped.

  This is because, on rough roads with large irregularities on the road surface, for example, the wheels are slipping or slipping during traveling, so that the driving force and braking force of the vehicle Ve cannot be stably obtained. In some cases, the roll control for controlling the roll state of the vehicle body B cannot be properly executed by controlling the driving torque and the braking torque applied to the wheels 1, 2, 3, and 4. Therefore, when it is determined that the road surface on which the vehicle Ve is traveling is a rough road with large unevenness, it is possible to prevent the roll control from being performed inappropriately by stopping the roll control.

  On the other hand, if the unevenness of the road surface on which the vehicle Ve is traveling is not greater than a predetermined state determined in advance for determining a rough road, a negative determination is made in step S23, that is, the vehicle Ve is traveling. If it is determined that the road surface is not a rough road with large irregularities, the process proceeds to step S24, and for example, a VSC device or an ABS device is operated to stabilize the behavior of the vehicle Ve during turning or braking. It is determined whether the running stability control is executed or is being executed. If affirmative determination is made in step S24 because the running stability control is being executed or is being executed, the routine is temporarily terminated without performing the subsequent control. That is, roll control is stopped.

  This is because, in the case where traveling stability control in which a VSC device, an ABS device, or the like is operated, the traveling state of the vehicle Ve or the road surface state during traveling is, for example, a rapid turning state at high speed. When the vehicle is suddenly braked, or when the road surface is a low μ road where the friction coefficient is low and the wheels are likely to slip, the driving force and braking force of the vehicle Ve cannot be stably obtained. As a result, the roll control for controlling the roll state of the vehicle body B may not be properly executed. Therefore, when the running stability control of the vehicle Ve is executed or is being executed, the roll control is stopped to prevent the roll control from being performed improperly, and the running vehicle Travel stability control for stabilizing the behavior of Ve can be executed with priority, and behavior stability or safety of the vehicle Ve can be ensured.

  On the other hand, if a negative determination is made in step S24 because the running stability control is not executed or not being executed, the process proceeds to step S25, and the stroke amount St of each suspension detected in step S22 is reduced. Therefore, the braking / driving torque T2 to be applied to each of the wheels 1, 2, 3, 4 is obtained.

When the braking / driving torque T2 to be applied to each of the wheels 1, 2, 3, 4 is obtained, the wheels 1, 2, 3 and 4 are applied to apply the braking / driving torque T2 to the wheels 1, 2, 3, 4 respectively. A control command Co2 for controlling the rotation of the motors 2, 3, 4 is output (step S26). That is, it is performed according to, for example, the size of the unevenness of the road surface on which the vehicle Ve is traveling, or the road surface state on which the vehicle Ve is traveling or the traveling state of the vehicle Ve, which is obtained or determined in each of the above steps. The roll control for controlling the roll state of the vehicle body B is stopped based on various data indicating the travel state of the vehicle Ve, such as the execution state of the travel stability control that is performed. Alternatively, due to the above-described braking-driving torque T2, control the amount of roll control is set or changed. Then, when the control command Co2 is output, the routine is once terminated thereafter.

As described above, by executing the roll control according to the present invention, the driving torque or braking torque applied to each wheel 1, 2, 3, 4 is controlled independently, and the vertical movement of the vehicle body B via the suspension is controlled. Roll force control for controlling the roll state of the vehicle body B is executed by applying a directional force. At this time, the running state of the vehicle Ve is detected, control the amount of roll control is changed appropriately based on the detected running condition.

For example, when the roll control is executed, the steering angle W and the vehicle speed V of the vehicle Ve are detected as the traveling state of the vehicle Ve, and the side of the vehicle Ve is determined based on the detected steering angle W and the vehicle speed V. The acceleration Gh and the roll amount R are estimated and obtained. Then, control the amount of roll control is set or changed as appropriate based on their estimated lateral acceleration Gh and roll amount R. Therefore, based on the estimated lateral acceleration Gh and estimated roll amount R of the vehicle Ve obtained from the steering angle W and the vehicle speed V, the roll state of the vehicle body B corresponding to the estimated estimated lateral acceleration Gh of the vehicle Ve is appropriately set in advance. can be set, it is possible to control the rolling state of the vehicle body B with a suitable control amount according to the running state of the vehicle Ve.

  Further, when the vehicle Ve is in a traveling state, the uneven state of the road surface on which the vehicle Ve is traveling is detected, and the detected uneven state of the road surface is determined to be inappropriate for executing the roll control. Roll control is canceled. Therefore, when the vehicle Ve is traveling on a rough road having large unevenness that is not suitable for executing the roll control, it is possible to avoid the inappropriate roll control being executed.

  Furthermore, as the running state of the vehicle Ve, the friction coefficient of the road surface on which the vehicle Ve is traveling is detected or estimated, and the determined road friction coefficient is determined to be inappropriate for executing the roll control. If this happens, roll control is cancelled. Therefore, when the vehicle Ve is traveling on a low μ road that is not suitable for executing the roll control, it is possible to prevent the inappropriate roll control from being executed.

  As the running state of the vehicle Ve, for example, the running state of running stability control that stabilizes the behavior of the vehicle Ve during turning or braking by a VSC device or an ABS device is detected, and the running stability control is executed. If detected, roll control is stopped. Therefore, traveling stability control can be executed with priority over roll control, and behavior stability or safety of the vehicle Ve can be ensured.

  Here, the relationship between the above-described specific example and the present invention will be briefly described. The functional means of steps S12, S13 and steps S22 to S24 described above correspond to the traveling state detecting means of the present invention. The functional means of steps S14 to S16 and steps S25 and S26 correspond to the roll control changing means of the present invention.

  Note that the present invention is not limited to the above specific example. In the specific example, as means for independently controlling the driving torque and the braking torque of each wheel, a motor disposed inside each wheel, that is, each Although an example in which the driving torque and the braking torque are output by controlling the rotation of a so-called in-wheel motor incorporated in the wheel of the wheel is shown, other than this specific example, for example, the vehicle body corresponding to each wheel The mechanism may be such that the output of the motor installed in is transmitted to each wheel via a drive shaft or the like, and the driving torque of each wheel is controlled independently. Further, for example, a mechanism (for example, a torque split mechanism) that can variably distribute the power output from a power source such as a motor or an internal combustion engine for each wheel can be employed. As a means for independently controlling the braking torque of each wheel, it is possible to employ a mechanism that can automatically control the braking device provided for each wheel separately from the braking operation by the occupant.

  Further, in the above specific example, an example in which the roll state of the vehicle body that occurs at the time of turning is an object of control is shown. However, for example, the roll of the vehicle body caused by other factors such as road surface unevenness and strong wind (crosswind) The state can also be controlled.

It is a flowchart for demonstrating the example of control for controlling the roll state of the vehicle body by the control apparatus of this invention. 2 is a map for obtaining a roll moment based on a lateral acceleration of a vehicle in the control example shown in the flowchart of FIG. 1. 2 is a map for obtaining braking / driving torque to be applied to each wheel based on a roll moment in the control example shown in the flowchart of FIG. 1. It is a flowchart for demonstrating the other example of control for controlling the roll state of the vehicle body by the control apparatus of this invention. 1 is a conceptual diagram schematically showing a configuration and a control system of a vehicle to which a control device of the present invention can be applied. It is a schematic diagram for explaining each instantaneous rotation center of the suspension mechanism in a vehicle having a configuration to which the control device of the present invention can be applied, and forces and behaviors acting on each part of the vehicle during roll control.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1, 2 ... Front wheel, 3, 4 ... Rear wheel, 5 ... Motor (in-wheel motor), 6 ... Inverter, 7 ... Battery, 8 ... Electronic control unit (ECU), 9 ... Stroke sensor, 10 ... Wheel speed sensor, DESCRIPTION OF SYMBOLS 11 ... Brake pedal sensor, 12 ... Accelerator pedal sensor, 13 ... Steering angle sensor, Ve ... Vehicle, B ... Vehicle body.

Claims (5)

A suspension mechanism that supports at least the front and rear wheels on the vehicle body; a braking / driving torque control unit that independently controls the driving torque and braking torque of the front and rear wheels; a roll detection unit that detects a roll state of the vehicle body; and the roll In a vehicle control apparatus comprising: a roll control unit that applies a driving torque or a braking torque to the front and rear wheels by the braking / driving torque control unit according to the roll state detected by a detection unit, and controls the roll state. Traveling state detection means for detecting the traveling state of the vehicle;
Roll control change means for changing a control amount of the roll state by the roll control means based on the running state detected by the running state detection means;
The running state detecting means detects a steering angle and vehicle speed of at least the vehicle, on the basis of their detected at least the steering angle and the vehicle speed, hand-stage seek lateral acceleration and roll angle generated during turning of the vehicle and Means for detecting a road surface condition in which the vehicle is traveling ;
The roll control changing means, said road surface condition detected by the hand stages and the running condition detecting means for changing the control amount of the roll state on the basis of the lateral acceleration and the roll angle obtained by said running state detecting means A vehicle control apparatus comprising means for stopping control of the roll state when a predetermined state is reached . The running condition detecting means includes means for detecting irregularities before Symbol road surface,
Claim wherein the roll control changing means, the unevenness predetermined state larger field if the path surface which is detected by the running state detecting means, characterized in that it comprises a means to stop the control of the roll state The vehicle control device according to claim 1. The traveling state detection means includes means for obtaining a friction coefficient of the road surface,
The roll control changing means, claims friction coefficient of the road surface determined Ri by the running condition detecting means when not smaller than Tokoro value, characterized in that it comprises a means to stop the control of the roll state The vehicle control device according to 1 or 2 . Before SL suspension mechanism is viewed from the side of the instantaneous center of rotation of the front Symbol vehicle is configured to be positioned between the front and rear wheels,
The roll control hand stage includes a means that controls the pre-Symbol roll state by providing a difference in driving torque or braking torque between the front wheels and the rear wheels to impart Ri by the prior SL braking and driving torque control hand stage The vehicle control device according to any one of claims 1 to 3 . Before SL braking and driving torque control hand stage, and characterized in that it comprises a hand stage that controls the pre-Symbol driving torque and braking torque by controlling the rotation of the motor for applying to each independent torque to the front and rear wheels The vehicle control device according to any one of claims 1 to 4 .

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