JP4985203B2 - Vehicle behavior control device - Google Patents

Description

  The present invention relates to a vehicle behavior control device. In particular, the present invention relates to a vehicle behavior device that drives a wheel by using an engine and a motor together.

  In conventional vehicles, an engine composed of an internal combustion engine is often used as a power source when the vehicle travels. However, in recent years, an engine and a motor generator are used as power sources for the purpose of improving fuel consumption and reducing exhaust gas. Hybrid vehicles to be used in combination are known. In such a hybrid vehicle, the motor generator generates a driving force during acceleration or constant speed traveling, or regenerates during deceleration to generate electric power by converting the kinetic energy of the vehicle into electricity. That is, the hybrid vehicle travels while switching the operation of the engine and the motor generator according to the traveling state.

  In addition, there are various types of hybrid vehicles. For example, the engine and the motor generator are provided so as to be able to drive the same wheel, or the engine is one of the front wheels and the rear wheels of the vehicle. Some motor generators are provided so that the other wheel can be driven. There are various types of hybrid vehicles as described above, but in the hybrid vehicle type in which different wheels are driven by the engine and the motor generator, when the operation of the engine and the motor generator is switched when the vehicle turns, There is a risk that the behavior of the vehicle may be disturbed.

  In other words, in a hybrid vehicle in which the drive wheels change according to the operating state of the engine and the motor generator, the drive wheels change when the operation of the engine and the motor generator is switched during turning, so the force generated by the drive torque The vector also changes. Thereby, there is a possibility that the behavior of the vehicle may be disturbed. However, in such a hybrid vehicle, there is a vehicle that suppresses the behavior of the vehicle from being greatly disturbed during turning.

  For example, in the hybrid vehicle control device described in Patent Document 1, one of a front wheel and a rear wheel of a vehicle is provided so that it can be driven by an engine, and the other is provided so that it can be driven by a motor. The operation of the engine and the motor can be switched according to a predetermined switching condition. Furthermore, this hybrid vehicle control device changes the switching condition between the engine and the motor depending on whether the vehicle is turning or not. Specifically, during turning, the switching condition is changed in a direction in which a change in vehicle behavior is unlikely to occur. As a result, highly accurate traveling control can be realized without disturbing the behavior of the vehicle even during turning.

JP 2006-223073 A

  However, when the vehicle is turning, the behavior of the vehicle may be disturbed without changing the driving wheel during turning. For example, in the driving wheel of a vehicle, the frictional force with the road surface is distributed in the direction in which the driving force acts and the turning radial direction at the time of turning, that is, the lateral force. Becomes smaller. For this reason, in the rear-wheel drive vehicle in which the rear wheels are the drive wheels, the lateral force of the rear wheels is small when the driving force is applied to the rear wheels. Therefore, the rear wheels tend to flow outward in the turning radius direction compared to the front wheels, and in this case, the vehicle may be in a so-called oversteer state. Even in the case of a front-wheel drive vehicle in which the front wheels are the drive wheels, for example, when turning at a high speed, the lateral G becomes larger than the lateral force of the rear wheels, which may cause an oversteer state.

  There is a possibility that oversteer occurs during the turning of the vehicle. However, in the hybrid vehicle control device described in Patent Document 1, when the vehicle is turning, the switching condition between the engine and the motor is set to The change in behavior during turning is reduced by making the difference between when the vehicle is not turning. However, as described above, oversteer occurs even when the driving state changes during turning, as described above. Therefore, by changing the switching condition between the engine and the motor between turning and not turning. It has been very difficult to suppress oversteer.

  In addition, as a means for suppressing oversteer, a vehicle behavior control device capable of independently controlling the brakes of the wheels at each wheel is provided in the vehicle, and when oversteer occurs, this vehicle behavior control device is used only for the rear wheels. It is possible to apply the brake. However, the vehicle behavior control apparatus that can control the brake independently by each wheel in this way has a complicated configuration and further complicated control, which may increase the manufacturing cost.

  This invention is made | formed in view of the above, Comprising: It aims at providing the vehicle behavior control apparatus which can suppress an oversteer, suppressing a raise of cost and performing regeneration.

  In order to solve the above-described problems and achieve the object, a vehicle behavior control apparatus according to the present invention includes a yaw rate acquisition unit capable of acquiring a yaw rate of a vehicle, a rear wheel of the vehicle, and a deceleration of the vehicle. A motor generator capable of regenerative braking sometimes, and a regenerative brake capable of causing the motor generator to perform regenerative braking with a regenerative braking amount having a magnitude based on the yaw rate acquired by the yaw rate acquisition means while the vehicle is turning. And a braking amount control means.

  In the present invention, while the vehicle is turning, the motor generator is caused to perform regenerative braking with a regenerative braking amount based on the yaw rate to brake the rear wheels. Since the motor generator drives the rear wheels or brakes by regenerative braking according to the situation while the vehicle is running, regenerative braking is performed with a regenerative braking amount based on the yaw rate during turning of the vehicle. Therefore, when braking the rear wheel, it is possible to brake with high responsiveness. Thereby, even when oversteer occurs in the turning vehicle, it is possible to quickly suppress oversteer.

  Further, such a motor generator has been conventionally used in a hybrid vehicle that uses both an engine and a motor generator as a power source for running the vehicle, and the yaw rate acquisition means also controls the behavior during vehicle running. Has been conventionally used. As described above, by controlling the oversteer using a conventionally used motor generator and yaw rate acquisition means, the vehicle equipment is complicatedly configured such that the brake can be independently controlled by each wheel. This can be suppressed, and an increase in manufacturing cost can be suppressed. As a result, it is possible to suppress oversteer while suppressing an increase in cost and performing regeneration.

  The vehicle behavior control apparatus according to the present invention further includes oversteer determination means capable of determining whether oversteer has occurred in the vehicle from the yaw rate acquired by the yaw rate acquisition means, and the regenerative braking When the oversteer determination unit determines that oversteer has occurred in the vehicle, a quantity control unit is provided to the motor generator with a regenerative braking amount having a magnitude based on the yaw rate acquired by the yaw rate acquisition unit. Regenerative braking is performed.

  In this invention, since it has an oversteer determination means, when performing regenerative braking with a regenerative braking amount based on the yaw rate, when it is determined by the oversteer determination means that oversteer has occurred in the vehicle, Regenerative braking can be performed with a motor generator. As a result, oversteer can be more reliably suppressed.

  The vehicle behavior control device according to the present invention has an effect that it is possible to suppress oversteer while suppressing an increase in cost and performing regeneration.

  Embodiments of a vehicle behavior control apparatus according to the present invention will be described below in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

  FIG. 1 is a schematic diagram of a vehicle provided with a vehicle behavior control apparatus according to an embodiment of the present invention. The vehicle 1 shown in the figure includes a vehicle behavior control device 5 according to an embodiment of the present invention. The vehicle behavior control device 5 includes an engine 10 that operates by burning fuel inside during operation. Have. The engine 10 is provided in a front half portion in the traveling direction of the vehicle 1 on which the engine 10 is mounted. The engine 10 is connected to a transmission 15 as a transmission means via a torque converter (not shown). Yes. The transmission 15 is provided as a so-called automatic transmission that automatically shifts the speed ratio when the engine 10 is operated without being operated by the driver. Thereby, the transmission 15 can change the rotation ratio between the rotation of the engine 10 during traveling of the vehicle 1 and the rotation of the wheels 40 of the vehicle 1. The transmission 15 may be a so-called manual transmission that is connected to the engine 10 via a dry single-plate clutch (not shown) and the driver manually changes the gear ratio.

  The transmission 15 provided in this way is connected to a front-wheel differential gear 25 to which the rotation of the engine 10 shifted by the transmission 15 is transmitted. Further, the front wheel differential gear 25 includes a front wheel drive that transmits the power of the engine 10 to a front wheel 41 that is a wheel 40 located on the front side in the traveling direction of the vehicle 1 among the plurality of wheels 40 of the vehicle 1. A shaft 27 is connected. In other words, the front wheel differential gear 25 is provided so that the rotation of the engine 10 that has been changed by the transmission 15 can be transmitted to the front wheel 41 of the vehicle 1 via the front wheel drive shaft 27.

  The front wheel drive shaft 27 is provided in two directions from the front wheel differential gear 25, and the two-way front wheel drive shaft 27 is connected to the left and right front wheels 41 of the vehicle 1. Thus, the front wheel drive shaft 27 can transmit the rotation transmitted from the transmission 15 to the front wheel differential gear 25 to the two front wheels 41 provided on the left and right sides of the vehicle 1. Further, the front wheel differential gear 25 is provided so as to be able to transmit the rotation from the transmission 15 to the two-way front wheel drive shaft 27 or the left and right front wheels 41 with a difference in rotation.

  Further, the engine 10 is provided with an alternator 11 that generates electricity used in each electrical component of the vehicle 1. Further, the engine 10 includes an auxiliary machine 12 that can be operated by the power of the engine 10 when the engine 10 is operated, such as a compressor (not shown) of an air conditioner provided in the vehicle 1.

  Each of the alternator 11 and the auxiliary machine 12 is provided with a rotatable pulley 30, and these are operatively provided by being connected by a pulley 30 and a belt 38 provided in the engine 10. ing. Specifically, the engine 10 is provided with a crank pulley 31 that is provided inside the engine 10 and connected to a rotating shaft that is formed integrally with a crankshaft (not shown) that rotates when the engine 10 is operated. . Further, the alternator 11 is provided with an alternator pulley 32 connected to a rotating shaft which is included in the alternator 11 and is rotated when the alternator 11 generates power. Further, the auxiliary machine 12 is provided with an auxiliary machine pulley 33 connected to a rotating shaft which is included in the auxiliary machine 12 and is rotated when the auxiliary machine 12 is operated.

  A belt 38 that transmits the power of the engine 10 to the alternator 11 and the auxiliary machine 12 is hung on the crank pulley 31, the alternator pulley 32, and the auxiliary machine pulley 33. The belt 38 is formed in a ring shape, and is a so-called V-belt formed with a width becoming narrower from the outer side of the ring shape toward the inner side. In the belt 38 formed in this way, one belt 38 is hung on all the pulleys 30 of the crank pulley 31, the alternator pulley 32, and the accessory pulley 33.

  The belt 38 may be a belt 38 other than the V belt, such as a V rib belt having a plurality of grooves formed in the circumferential direction inside the belt 38 formed in a ring shape. Also, the belt 38 does not hang one belt 38 on all the pulleys 30, but hangs a plurality of belts 38 on the crank pulley 31, and separately attaches the belt 38 to the alternator pulley 32 and the auxiliary pulley 33. You may multiply.

  The alternator 11 is connected to a high voltage battery 50 and a 12V battery 51, and the high voltage battery 50 has a higher electrical voltage for charging and discharging than the 12V battery 51. Of these high voltage battery 50 and 12V battery 51, electricity generated by alternator 11 is supplied to high voltage battery 50. Further, a DC (Direct Current) / DC converter 52 for changing the voltage is provided between the alternator 11 and the 12V battery 51, and the high voltage battery 50 is also connected to the DC / DC converter 52. ing. That is, the 12V battery 51 is connected to the alternator 11 and the high voltage battery 50 via the DC / DC converter 52, and when the electricity generated by the alternator 11 is supplied to the 12V battery 51, the DC / DC converter 52. The 12V battery 51 is connected to an ECU (Electronic Control Unit) 90 that controls each part of the vehicle 1.

  Further, the motor generator 20 is connected to the high voltage battery 50 via an inverter 53, and the motor generator 20 is also connected to the alternator 11 via the inverter 53. That is, the motor generator 20 is connected to the alternator 11 and the high voltage battery 50 via the inverter 53. Thereby, the electricity generated by the alternator 11 and the electricity charged in the high voltage battery 50 can be supplied to the motor generator 20 via the inverter 53. The motor generator 20 is configured to be operable by electricity supplied from the alternator 11 and the high voltage battery 50 via the inverter 53.

  The motor generator 20 is connected to a reduction mechanism 21 to which the rotation of the motor generator 20 that is operated by electricity from the alternator 11 and the high voltage battery 50 is transmitted. The reduction mechanism 21 has a rear wheel differential gear 26. Is connected. The reduction mechanism 21 is provided so that the rotation of the motor generator 20 can be transmitted to the differential gear 26 for the rear wheels, and is configured to be able to change the rotation ratio when this rotation is transmitted. That is, the reduction mechanism 21 is configured to be able to change the transmission gear ratio when the rotation of the motor generator 20 is transmitted to the rear wheel differential gear 26. In other words, the rear wheel differential gear 26 is connected to the motor generator 20 via the reduction mechanism 21, and the rotation of the motor generator 20 changes via the reduction mechanism 21 while changing the gear ratio by the reduction mechanism 21. The rear wheel differential gear 26 is provided to be able to transmit.

  Furthermore, the power of the motor generator 20 is transmitted to the rear wheel differential gear 26 to the rear wheel 42 which is the wheel 40 located on the rear side in the traveling direction of the vehicle 1 among the plurality of wheels 40 of the vehicle 1. A rear wheel drive shaft 28 is connected. Accordingly, the rear wheel differential gear 26 is provided so that the rotation of the motor generator 20 transmitted via the reduction mechanism 21 can be transmitted to the rear wheel 42 of the vehicle 1 via the rear wheel drive shaft 28. .

  Similarly to the front wheel drive shaft 27, the rear wheel drive shaft 28 is provided in two directions from the rear wheel differential gear 26. Therefore, the rear wheel drive shaft 28 can transmit the rotation transmitted from the motor generator 20 to the rear wheel differential gear 26 via the reduction mechanism 21 to the two rear wheels 42 provided on the left and right sides of the vehicle 1. It has become. Further, the rear wheel differential gear 26 to which the rear wheel drive shaft 28 is connected has a rotational difference with respect to the two-way rear wheel drive shaft 28 or the left and right rear wheels 42 from the motor generator 20. It is provided so that the rotation of can be transmitted.

  Further, the vehicle 1 is provided with a sensor that detects the driving state of the vehicle 1. For example, a crank angle sensor 55 that detects a crank angle that is a rotation angle of the crankshaft is provided in the vicinity of the crankshaft of the engine 10. Is provided. A vehicle speed sensor 56 is provided near the output shaft (not shown) of the transmission 15 to detect the vehicle speed via this rotational speed by detecting the rotational speed of the output shaft. A steering sensor 57 that detects the rotational state of the steering 61 is provided in the vicinity of the steering shaft 62 that is a rotation shaft of the steering 61 provided in the driver's seat of the vehicle 1. An accelerator sensor 58 for detecting the state of the accelerator pedal 63 is provided in the vicinity of the accelerator pedal 63 provided in the driver's seat. In addition, the vehicle 1 includes a yaw rate sensor that is a yaw rate detection unit that can detect the angular velocity of the rotation of the vehicle 1 with the vertical axis passing through the vicinity of the center of gravity 80 (see FIG. 4) of the vehicle 1 as a rotation axis, that is, the yaw rate. 59 is provided.

  FIG. 2 is a configuration diagram of a main part of the vehicle behavior control apparatus shown in FIG. The engine 10, the transmission 15, the motor generator 20, the reduction mechanism 21, the crank angle sensor 55, the vehicle speed sensor 56, the steering sensor 57, the accelerator sensor 58, and the yaw rate sensor 59 are connected to the ECU 90 and controlled by the ECU 90. It is provided as possible. The ECU 90 is provided with a processing unit 91, a storage unit 101, and an input / output unit 102, which are connected to each other and can exchange signals with each other. The engine 10 and the like connected to the ECU 90 are connected to the input / output unit 102, and the input / output unit 102 inputs and outputs signals to and from the engine 10 and the like. The storage unit 101 stores a computer program for controlling the vehicle behavior control apparatus 5 according to the present invention. The storage unit 101 is a hard disk device, a magneto-optical disk device, a non-volatile memory such as a flash memory (a storage medium that can be read only such as a CD-ROM), or a RAM (Random Access Memory). A volatile memory or a combination thereof can be used.

  The processing unit 91 includes a memory and a CPU (Central Processing Unit), and a yaw rate acquisition unit 92 that is a yaw rate acquisition unit that can acquire the yaw rate of the vehicle 1 from at least a detection result detected by the yaw rate sensor 59; An oversteer determination unit 93 that is an oversteer determination unit capable of determining whether oversteer has occurred in the vehicle 1 based on the yaw rate acquired by the yaw rate acquisition unit 92.

  The processing unit 91 is a regenerative braking amount calculation unit that can calculate a regenerative braking amount that is the strength of regenerative braking when the motor generator 20 performs regenerative braking based on the yaw rate acquired by the yaw rate acquisition unit 92. A regenerative braking amount calculation unit 94, a motor generator control unit 95 which is a motor generator control means for controlling the motor generator 20, and a regenerative braking having a magnitude based on the yaw rate acquired by the yaw rate acquisition unit 92 while the vehicle 1 is turning. And a regenerative braking amount control unit 96 that is a regenerative braking amount control means capable of causing the motor generator 20 to perform regenerative braking in an amount.

  The control of the engine 10 and the transmission 15 included in the vehicle behavior control device 5 is performed by the processing unit 91 using the computer program based on the detection result by the sensor provided in each part of the vehicle 1 such as the crank angle sensor 55, for example. The calculation is performed by reading into a memory incorporated in the processing unit 91 and operating a fuel injection injector (not shown) provided in the engine 10 according to the result of the calculation. At that time, the processing unit 91 appropriately stores a numerical value in the middle of the calculation in the storage unit 101, and takes out the stored numerical value and executes the calculation. In addition, when controlling the vehicle behavior control apparatus 5 in this way, you may control by the dedicated hardware different from ECU90 instead of the said computer program.

  The vehicle behavior control device 5 according to this embodiment is configured as described above, and the operation thereof will be described below. When the vehicle 1 is driven, at least one of the engine 10 and the motor generator 20 is operated. Further, the driving force of the engine 10 or the motor generator 20 during operation is transmitted to the wheels 40 to cause the vehicle 1 to travel. For example, when the vehicle 1 is caused to travel by operating the engine 10, the driving force of the engine 10 is transmitted to the wheels 40, and when the driving force of the engine 10 is transmitted to the wheels 40 in this way, First, the rotation of the engine 10 is transmitted to the transmission 15.

  The transmission 15 to which the rotation of the engine 10 is transmitted changes speed according to the driving state of the vehicle 1 such as the rotation speed of the engine 10, the speed of the vehicle 1, the opening degree of the accelerator pedal 63 provided in the vehicle 1. Output. In other words, the transmission 15 changes the rotational speed of the power transmitted from the engine 10 and transmits it to the front wheel differential gear 25, and the rotation input from the engine 10 and the rotation output to the front wheel differential gear 25 at that time. The rotation ratio is changed according to the driving state of the vehicle 1.

  In this way, when the rotation ratio between the rotation input from the engine 10 and the rotation output to the front wheel differential gear 25 is changed, that is, when shifting is performed, the shift speed stored in the storage unit 101 of the ECU 90 in advance is changed. Shift according to a map (not shown). This shift map is a map showing the timing of the shift according to the driving state of the vehicle 1.

  The front wheel differential gear 25 to which the power of the engine 10 shifted by the transmission 15 is transmitted transmits power to the left and right front wheels 41 of the vehicle 1 via the front wheel drive shaft 27. Thereby, the left and right front wheels 41 are driven.

  Further, during operation of the engine 10, the crank pulley 31 rotates with the rotation of the crankshaft, and this rotation is caused by the belt 38 hung on the crank pulley 31 and the alternator pulley 32 and the auxiliary pulley on which the belt 38 is hung. It is transmitted to the machine pulley 33. Thereby, the alternator 11 and the auxiliary machine 12 operate.

  Among these, when the alternator 11 is operated, electricity is generated, and the electricity generated by the alternator 11 is supplied to the 12V battery 51 or the like via the high voltage battery 50 or the DC / DC converter 52. In addition, the compressor of the air conditioner provided as the auxiliary machine 12 operates according to the auxiliary machine 12. Further, the electricity supplied from the alternator 11 to the 12V battery 51 when the alternator 11 is operated is supplied to the 12V battery 51 after the voltage is lowered by the DC / DC converter 52.

  The electricity generated by the alternator 11 and the electricity charged in the high voltage battery 50 are supplied to the motor generator 20 via the inverter 53. Here, the motor generator 20 operates with alternating current electricity, whereas the alternator 11 generates direct current electricity, and the high voltage battery 50 discharges direct current electricity. For this reason, the inverter 53 converts the direct current electricity supplied from the alternator 11 and the high voltage battery 50 into alternating current and supplies the alternating current to the motor generator 20. When running the vehicle 1 by running the motor generator 20, the motor generator 20 is actuated by supplying the electricity thus converted into alternating current by the inverter 53.

  The motor generator 20 that operates by being supplied with electricity from the alternator 11 and the high-voltage battery 50 via the inverter 53 outputs the operating power to the rear wheel differential gear 26 via the reduction mechanism 21. At that time, the reduction mechanism 21 outputs the power of the motor generator 20 to the rear wheel differential gear 26 at a gear ratio suitable for the traveling state of the vehicle 1. The rear wheel differential gear 26 to which the power of the motor generator 20 is transmitted transmits power to the left and right rear wheels 42 of the vehicle 1 via the rear wheel drive shaft 28. Thereby, the left and right rear wheels 42 are driven.

  In addition, the engine 10 and the motor generator 20 can be operated differently according to the traveling state of the vehicle 1. Specifically, the vehicle 1 travels by operating only the engine according to the travel state, the travel by operating only the motor generator 20, and both the engine 10 and the motor generator 20 are operated. There is a case of running. Of these, only the front wheel 41 is driven when traveling with only the engine 10 activated, and only the rear wheel 42 is driven when traveling with only the motor generator 20 activated. Further, when traveling by operating the engine 10 and the motor generator 20, the front wheels 41 are driven by the engine 10, and the rear wheels 42 are driven by the motor generator 20, so that all four wheels are driven.

  Since the engine 10 and the motor generator 20 can be operated differently depending on the traveling state of the vehicle 1 as described above, the engine 10 or the motor generator, for example, when traveling at a low speed or when a large driving force is unnecessary. Only one of the engine 20 is operated, and both the engine 10 and the motor generator 20 are operated when sudden acceleration or a large driving force is required.

  Further, when the vehicle 1 decelerates, the motor generator 20 transmits the kinetic energy of the vehicle 1 through the rear wheel 42, the rear wheel drive shaft 28, the rear wheel differential gear 26, and the reduction mechanism 21. It has a so-called regenerative mechanism that generates power using energy. That is, when the vehicle 1 decelerates, the rotation of the rear wheel 42 is transmitted to the motor generator 20 in the order of the rear wheel drive shaft 28, the rear wheel differential gear 26, and the reduction mechanism 21, and the motor generator 20 transmits the transmitted rotation. To generate electricity.

  Thus, the motor generator 20 generates power by transmitting the rotation of the rear wheel 42 during deceleration, but the motor generator 20 generates alternating current electricity. The electricity generated by the motor generator 20 is first transmitted to the inverter 53. Further, this electricity is transmitted from the inverter 53 to the high voltage battery 50 and charged to the high voltage battery 50. At that time, alternating current electricity generated by the motor generator 20 is converted into direct current electricity by the inverter 53, and the high voltage battery 50 is charged in a direct current state.

  Further, when the vehicle 1 is decelerated, the rotation of the rear wheel 42 is transmitted to the motor generator 20 through the rear wheel drive shaft 28 and the like, and when the motor generator 20 generates electric power by the transmitted rotation, the motor generator 20 at the time of power generation. Becomes resistance to rotation of the differential gear 26 for the rear wheel. In other words, the motor generator 20 during power generation acts to reduce the rotation of the rear wheels 42 via the reduction mechanism 21, the rear wheel differential gear 26, and the rear wheel drive shaft 28, thereby the vehicle 1 that is running. Acts to brake. In other words, the motor generator 20 brakes the traveling vehicle 1 by converting the kinetic energy of the vehicle 1 into electricity. Thus, when the vehicle 1 decelerates, the motor generator 20 converts the kinetic energy of the vehicle 1 into electricity, thereby performing regenerative braking, which is braking performed by reducing the kinetic energy of the vehicle 1 simultaneously with power generation.

  When regenerative braking is performed by the motor generator 20 as described above, the rear wheel is transmitted in the same manner as when the reduction mechanism 21 transmits the power of the motor generator 20 to the rear wheel 42 at the optimum gear ratio. The rotation of the gear 42 is changed to an optimum gear ratio by the reduction mechanism 21 and transmitted to the motor generator 20. That is, when the vehicle 1 decelerates, the rotation of the rear wheel 42 is transmitted to the reduction mechanism 21 in order through the drive wheel 28 for the rear wheel and the differential gear 26 for the rear wheel, and the motor generator 20 performs optimum regeneration with the reduction mechanism 21. After being shifted to a gear ratio capable of braking, it is transmitted to the motor generator 20 to perform regenerative braking.

  FIG. 3 is an explanatory diagram showing characteristics of the motor generator. The figure shows the relationship between the rotational speed and torque of the motor generator 20, the horizontal axis shows the rotational speed of the motor generator 20, and the vertical axis shows the torque of the motor generator 20 at the rotational speed of the horizontal axis. Yes. In motor generator 20, the torque output from motor generator 20 at the time of output from motor generator 20 is equal to the torque required to rotate motor generator 20 during regenerative braking. For this reason, the characteristic shown in FIG. 3 shows the characteristic both at the time of output of the motor generator 20 and at the time of regenerative braking.

  As shown in FIG. 3, the motor generator 20 has the largest torque when rotating at an extremely low rotation, and the torque decreases as the rotational speed increases. When regenerative braking is performed by the motor generator 20, the regenerative efficiency, which is the efficiency with which the motor generator 20 generates power, also varies depending on the rotational speed of the motor generator 20. Specifically, the regenerative efficiency is higher in a region near the rotational speed where the rotational speed is slightly higher than the rotational speed at which the torque is the largest, and the regenerative efficiency decreases as the rotational speed goes away from it. 3, the region a in FIG. 3 has the highest regeneration efficiency, and the regeneration efficiency gradually decreases in the order of a, b, c, d, and e, and the region e is the regeneration efficiency. Will be the worst.

  FIG. 4 is an explanatory diagram of forces acting during turning of the vehicle. Further, when the vehicle 1 turns when the vehicle 1 travels, the vehicle 1 turns while changing the traveling direction, so that forces other than the traveling direction of the vehicle 1 act on the front wheels 41 and the rear wheels 42 of the vehicle 1 respectively. To do. That is, when the vehicle 1 turns, a lateral force acting on the front wheel 41 and the rear wheel 42 acts in a substantially central direction of a turning circle (not shown) when the vehicle 1 turns.

  Specifically, a front wheel lateral force 72 that is a force inward of the turning circle of the vehicle 1 acts on the front wheel 41, and a force inward of the turning circle of the vehicle 1 acts on the rear wheel 42. A rear wheel lateral force 76 acts. Thus, the front wheel lateral force 72 and the rear wheel lateral force 76 that act on the front wheel 41 and the rear wheel 42 are forces that oppose the lateral G that is the acceleration outward in the radial direction of the turning circle during turning. . During the turning of the vehicle 1, the lateral force is generated on the wheels 40 in this way, so that the vehicle 1 can turn with an arbitrary turning radius. However, when a driving force is applied to the wheels 40, The lateral force changes according to the driving force.

  That is, the grip force of the wheel 40, which is the friction force between the wheel 40 and the road surface (not shown), is constant depending on the friction coefficient between the wheel 40 and the road surface and the load acting on the wheel 40. Occurs within the range of this grip force. For this reason, when the lateral force and the driving force act on the wheel 40 simultaneously, the grip force of the wheel 40 is distributed to the lateral force and the driving force. Accordingly, the lateral force changes with the magnitude of the driving force, and when the driving force increases, the lateral force decreases. For example, when the rear wheel 42 is driven by the operation of the motor generator 20 (see FIG. 1), the grip force of the rear wheel 42 is distributed to the rear wheel lateral force 76 and the driving force of the rear wheel 42. Therefore, the rear wheel lateral force 76 becomes smaller as the grip force of the rear wheel 42 is used as the driving force.

  The front wheel 41 and the rear wheel 42 are opposed to the lateral G when the vehicle 1 is turning by the front wheel lateral force 72 and the rear wheel lateral force 76, but the rear wheel 42 is driven by a driving force acting on the rear wheel 42. When the wheel lateral force 76 is reduced, the force against the lateral G acting on the rear wheel 42 is reduced. Thus, when the rear wheel lateral force 76 is reduced and the force with which the rear wheel 42 opposes the lateral G is reduced, it becomes difficult for the rear wheel 42 to travel at the turning radius during turning, and the turning circle becomes difficult. May flow outward in the radial direction.

  When the rear wheel lateral force 76 is reduced by the driving force acting on the rear wheel 42, the rear wheel 42 may flow outward in the radial direction of the turning circle in this way. It is located behind the center of gravity 80 of the vehicle 1. For this reason, when the rear wheel 42 flows outward in the radial direction of the turning circle, the vehicle 1 has a rotational force in which the rear part of the vehicle 1 is centered on the center of gravity 80 toward the outside of the turning circle. A certain rotational moment is generated. That is, the longitudinal axis 81 and the lateral axis 82 of the vehicle 1 rotate and move in a direction rotating about the center of gravity 80 in the direction opposite to the direction of the rear wheel lateral force 76, So-called oversteer occurs.

  When oversteer occurs while the vehicle 1 is turning, a rotational moment is generated in the vehicle 1 in a direction in which the rear side of the center of gravity 80 is directed toward the outside of the turning circle. Whereas the front wheel 41 is positioned forward of the center of gravity 80, the front wheel 41 is positioned rearward of the center of gravity 80 of one. Therefore, when a rotational moment is generated in this direction, a force directed toward the front wheel lateral force 72, that is, the inner side of the turning circle, acts on the front side of the center of gravity 80. As described above, when oversteer occurs, the front portion of the vehicle 1 is directed toward the inside of the turning circle and the rear portion of the vehicle 1 is directed toward the outside of the turning circle. Rotational moment is generated.

  When a rotational moment is generated by the occurrence of oversteer in this manner, the vehicle 1 including the vehicle behavior control device 5 according to the embodiment is provided with the yaw rate sensor 59 (see FIG. 1). Is detected as a yaw rate by the yaw rate sensor 59. When the yaw rate detected by the yaw rate sensor 59 is not less than a predetermined value, the motor generator 20 performs regenerative braking. When the motor generator 20 performs regenerative braking, the braking force generated by the regenerative braking acts on the rear wheel 42.

  When braking force due to regenerative braking of the motor generator 20 acts on the rear wheel 42, a rear wheel braking force 75 during turning, which is a force acting in the direction opposite to the traveling direction of the vehicle 1, is generated in the vicinity of the rear wheel 42. Therefore, the regenerative braking force 66 during turning, which is the resultant force of the rear wheel braking force 75 and the rear wheel lateral force 76, acts on the rear wheel 42. As described above, the regenerative braking resultant force 66 during turning when the braking force generated by the regenerative braking of the motor generator 20 is applied to the rear wheel 42 is directed toward the rear of the vehicle 1, and the rotational moment when the vehicle 1 is oversteered. The force is in the direction toward the opposite side of the rotation direction. That is, when the braking force by the regenerative braking of the motor generator 20 is applied to the rear wheel 42, the vehicle 1 generates a rotational moment in a direction opposite to the rotational moment generated during oversteer.

  Here, the rotational moment caused by regenerative braking and the rotational moment generated during oversteering are opposite to each other in the direction of rotation about the center of gravity 80. For this reason, the rotational moment generated during oversteering during turning of the vehicle 1 and the rotational moment due to regenerative braking act to cancel each other. In other words, the rotational moment caused by regenerative braking and the rotational moment generated during oversteering are opposite in rotational direction around the center of gravity 80, so that the rotational moment during turning can be balanced. . Thus, when regenerative braking is applied to the rear wheel 42 when oversteer occurs, the rotational moment that occurs during oversteer is reduced, and thus oversteer is reduced.

  Further, when the braking force due to the regenerative braking of the motor generator 20 acts on the rear wheel 42, the driving force becomes 0, and instead the turning rear wheel braking force 75 acts on the rear wheel 42. When the turning rear wheel braking force 75 acts on the rear wheel 42, the grip force of the rear wheel 42 is distributed to the turning rear wheel braking force 75 and the rear wheel lateral force 76. The power 75 is controlled to be a force smaller than the driving force. For this reason, the rear wheel lateral force 76 is larger than when the driving force acts on the rear wheel 42.

  When the rear wheel braking force 75 is controlled to be smaller than the driving force during turning, the rear wheel lateral force 76 is increased as compared with the case where the driving force is applied to the rear wheel 42 in this way. The rear wheel lateral force 76 is a force acting in a direction opposite to the direction of the rotational moment generated during oversteering. For this reason, when the rear wheel lateral force 76 increases, a rotational moment in the opposite direction to the direction of the rotational moment generated during oversteering is more reliably generated. Accordingly, since the rotational moment when the rear wheel braking force 75 during turning is controlled to be smaller than the driving force and the rotational moment generated during oversteering cancel each other, the rotational moment generated during oversteering is , Smaller surely.

  FIG. 5 is an explanatory diagram showing movement of the turning center during turning of the vehicle. Further, while the vehicle 1 is turning, the wheel 40 tends to slip as the vehicle speed during turning increases, so the turning center moves forward. That is, the high-speed turning center 85 that is the turning center when the vehicle 1 is traveling at a high speed moves forward in the traveling direction of the vehicle 1 from the low-speed turning center 86 that is the turning center when the vehicle 1 is traveling at a low speed. For this reason, since the distance from the turning center 85 at the high speed to the rear wheel 42 is larger than the distance from the turning center 86 at the low speed to the rear wheel 42, the turning at the high speed traveling is behind the turning at the low speed traveling. The lateral G acting on the ring 42 is increased. Accordingly, the lateral G acting on the rear wheel 42 is likely to be larger than the rear wheel lateral force 76 (see FIG. 4), so that the rear wheel 42 is likely to flow outward in the radial direction of the turning circle. For this reason, the vehicle 1 rotates around the center of gravity 80 in the direction in which the rear side of the center of gravity 80 faces the outer side of the turning circle, and the direction of the vehicle 1 is easily changed. That is, oversteer is likely to occur.

  When the vehicle 1 travels, it behaves as described above. While the vehicle 1 is traveling, the ECU 90 controls each part of the vehicle 1, for example, the regenerative braking amount that the processing unit 91 of the ECU 90 has. The control unit 96 controls the regenerative braking amount of the motor generator 20. The regenerative braking amount control unit 96 controls the motor generator 20 to perform regenerative braking with a regenerative braking amount having a magnitude suitable for the yaw rate based on the yaw rate detected by the yaw rate sensor 59 when oversteer occurs. Thereby, oversteer is reduced. Further, when regenerative braking is performed by the motor generator 20 based on the yaw rate detected by the yaw rate sensor 59 when oversteer occurs in this way, control is performed while comparing the difference between the target yaw rate and the actual yaw rate. Control is performed by so-called feedback control.

  FIG. 6 is an explanatory diagram when the regenerative braking is feedback-controlled based on the yaw rate. Note that the regenerative braking of the motor generator 20 changes the regenerative braking amount by controlling the motor generator 20 and the reduction mechanism 21 with the motor generator control unit 95 and the regenerative braking amount control unit 96 of the processing unit 91 of the ECU 90. However, since the following description regarding feedback control is an outline description of feedback control, description of the regenerative braking amount control unit 96 and the reduction mechanism 21 is omitted, and the motor generator control unit 95 controls the motor generator 20 to perform regeneration. A description will be given assuming that the braking amount is changed.

  The vehicle behavior control device 5 according to the embodiment performs a feedback control so that the yaw rate of the traveling vehicle 1 approaches a target yaw rate that is a yaw rate in a state in which no oversteer occurs, and thus the feedback control is possible. It has become. Specifically, the motor generator 20 is controlled by a motor generator control unit 95 included in the processing unit 91 of the ECU 90. The ECU 90 further includes a virtual motor when the motor generator 20 operates in an ideal state. An ideal motor generator 110 that is the generator 20 is set.

  The ideal motor generator 110 is provided not by the actual motor generator 20 but by software stored in the storage unit 101 of the ECU 90 or hardware different from the ECU 90. The ideal motor generator 110 provided in this way is a virtual motor generator 20 that performs ideal regenerative braking when the motor generator 20 is controlled according to the target yaw rate. The ideal motor generator 110 compares the output result when the target yaw rate is input to the motor generator 20 in an ideal state with the actual output result of the motor generator 20, thereby comparing the actual motor generator 20. It is provided to eliminate output variations due to performance and operating conditions.

  Therefore, the target yaw rate can be transmitted to the ideal motor generator 110 and the motor generator control unit 95, and the motor generator 20 controlled by the motor generator control unit 95 actually operates unlike the ideal motor generator 110. To do. When the motor generator 20 controlled by the motor generator control unit 95 is operated, the operation result is output as a yaw rate that is an actual yaw rate detectable by the yaw rate sensor 59 in this feedback control. The actual yaw rate output by the operation of the motor generator 20 is provided so that the output result can be transmitted to the motor generator control unit 95 together with the output result of the ideal motor generator 110.

  When the vehicle behavior control device 5 capable of feedback control as described above performs regenerative braking of the motor generator 20 based on the target yaw rate, first, the target yaw rate is transmitted to the ideal motor generator 110 and the motor generator control unit 95. Is done. Note that the target yaw rate is predetermined as 0 or a value close to 0 and stored in the storage unit 101 of the ECU 90 because the yaw rate is stable when the vehicle is running. When this target yaw rate is transmitted to the ideal motor generator 110 and the motor generator control unit 95, first, the target yaw rate stored in the storage unit 101 and the yaw rate sensor 59 are detected. A difference from the actual yaw rate that is the yaw rate acquired by the yaw rate acquisition unit 92 is calculated.

  Further, the target yaw rate is used to calculate a difference from the actual yaw rate, and at the same time, is transmitted to the ideal motor generator 110. The ideal motor generator 110 to which the target yaw rate is transmitted outputs when the target yaw rate is input to the ideal motor generator 110 and the target yaw rate is input to the motor generator 20 in an ideal state. That is, the ideal motor generator 110 operates the motor generator 20 in an ideal state based on the target yaw rate by inputting the target yaw rate, and outputs the yaw rate when the motor generator 20 performs regenerative braking.

  As described above, when the target yaw rate is input to the ideal motor generator 110 and the yaw rate is output from the ideal motor generator 110, the yaw rate and the actual yaw rate that is the yaw rate acquired by the yaw rate acquisition unit 92 of the ECU 90 are further increased. Calculate the difference. The difference between these yaw rates is input to the gain block 111 that can output by adjusting the magnitude of the input signal, and the magnitude of the signal is adjusted. After the yaw rate output signal is adjusted by the gain block 111, the difference between the target yaw rate and the actual yaw rate described above and the yaw rate output from the gain block 111 are further calculated.

  The calculation result calculated in this way is transmitted to the motor generator control unit 95 of the ECU 90. Based on the input result, the motor generator control unit 95 controls the motor generator 20 to perform regenerative braking based on the input yaw rate. As a result, the behavior of the vehicle 1 changes, and the yaw rate sensor 59 detects the yaw rate that changes due to the change in behavior. The yaw rate detected by the yaw rate sensor 59 is acquired by the yaw rate acquisition unit 92 and is used to calculate the difference from the target yaw rate stored in the storage unit 101 and the difference from the yaw rate output from the ideal motor generator 110 again.

  As described above, the regenerative braking of the motor generator 20 is controlled such that the detection result by the yaw rate sensor 59 approaches the target yaw rate by comparing the detection result by the yaw rate sensor 59 with the target yaw rate. That is, the regenerative braking control of the motor generator 20 is performed by feedback control.

  FIG. 7 is a flowchart showing a processing procedure of the vehicle behavior control apparatus according to the embodiment of the present invention. Next, a control method of the vehicle behavior control device 5 according to the embodiment, that is, a processing procedure of the vehicle behavior control device 5 will be described. In the processing procedure of the vehicle behavior control apparatus 5 according to the embodiment, first, the yaw rate during traveling of the vehicle 1 is acquired (step ST101). The yaw rate is detected by the yaw rate sensor 59 provided in the vehicle 1 and transmitted to the yaw rate acquisition unit 92 included in the processing unit 91 of the ECU 90, and is acquired by the yaw rate acquisition unit 92. Thus, the yaw rate acquired by the yaw rate acquisition unit 92 becomes the actual yaw rate in the description of the feedback control.

  Next, it is determined whether oversteer has occurred (step ST102). In this determination, the yaw rate acquired by the yaw rate acquisition unit 92 is transmitted to the oversteer determination unit 93 included in the processing unit 91 of the ECU 90, and is determined by the oversteer determination unit 93 based on the transmitted yaw rate. Specifically, the yaw rate sensor 59 detects the change in the angle and the angular velocity of the vehicle 1 during traveling, and transmits the detection result to the oversteer determination unit 93. The oversteer determination unit 93 compares the angular velocity transmitted from the yaw rate sensor 59 with a threshold used to determine whether oversteer has occurred. If the angular velocity is greater than the threshold, oversteer has occurred. Is determined.

  Note that the threshold value used for determining whether or not oversteer has occurred is stored in advance in the storage unit 101 of the ECU 90, and specifically, is the target yaw rate in the description of the feedback control described above. The yaw rate to be compared with this threshold by the oversteer determination unit 93 is the difference between the target yaw rate and the actual yaw rate in the description of the feedback control, and the difference between the yaw rate output from the ideal motor generator 110 and the actual yaw rate. The yaw rate is obtained by calculating the difference. If it is determined by the oversteer determination unit 93 that no oversteer has occurred, the processing procedure is exited.

  If it is determined by oversteer determination unit 93 that oversteer has occurred, the regenerative braking amount at motor generator 20 is calculated (step ST103). In calculating the regenerative braking amount, the yaw rate acquired by the yaw rate acquisition unit 92 is transmitted to the regenerative braking amount calculation unit 94 included in the processing unit 91 of the ECU 90 and is calculated by the regenerative braking amount calculation unit 94. The regenerative braking amount calculation unit 94 calculates the regenerative braking amount in the motor generator 20 based on the yaw rate transmitted from the yaw rate acquisition unit 92. Specifically, the regenerative braking amount calculation unit 94 calculates the regenerative braking amount to increase as the yaw rate acquired by the yaw rate acquisition unit 92 increases.

  Next, regenerative braking is turned on (step ST104). That is, after calculating the regenerative braking amount, the motor generator 20 performs regenerative braking. As described above, when the motor generator 20 performs regenerative braking, the motor generator control unit 95 included in the processing unit 91 of the ECU 90 stops the supply of electricity to the motor generator 20. As a result, the motor generator 20 does not generate power and enters a state in which regenerative braking is performed to brake the rear wheel 42 while generating power by the rotation transmitted from the rear wheel 42.

  Further, when performing regenerative braking in this way, the regenerative braking amount calculated by the regenerative braking amount calculating unit 94 is transmitted to the regenerative braking amount control unit 96 included in the processing unit 91 of the ECU 90, and the regenerative braking amount control unit 96. This is controlled by controlling the reduction mechanism 21. Specifically, the regenerative braking amount control unit 96 controls the reduction mechanism 21, and when the rotation of the rear wheel 42 is transmitted to the motor generator 20 through the rear wheel drive shaft 28, the reduction mechanism 21, or the like, the motor generator 20. The speed ratio of the reduction mechanism 21 is changed so that the torque becomes the rotational speed that becomes the regenerative braking amount calculated by the regenerative braking amount calculation unit 94.

  As described above, when the reduction mechanism 21 is controlled by the regenerative braking amount control unit 96, a map of the rotational speed with respect to the torque of the motor generator 20 (see FIG. 3) is created in advance and stored in the storage unit 101. In order to control so that the regenerative braking amount by the motor generator 20 becomes the regenerative braking amount calculated by the regenerative braking amount calculation unit 94, the speed ratio of the reduction mechanism 21 is changed and the rotation of the rear wheel 42 is transmitted. Thus, the rotation speed of the rotating motor generator 20 is set to the regenerative braking amount calculated by the regenerative braking amount calculation unit 94, that is, the rotation number that becomes the torque of the motor generator 20. As a result, the regenerative braking amount calculated by the regenerative braking amount calculation unit 94 can be generated in the motor generator 20.

  In addition, the regenerative braking amount control unit 96 controls the regenerative braking amount of the motor generator 20 through controlling the reduction mechanism 21 so that the regenerative braking amount calculated by the regenerative braking amount calculating unit 94 is obtained. It is provided so that it can. Specifically, the regenerative braking amount control unit 96 is provided so that the regenerative braking amount generated by the motor generator 20 can be increased as the yaw rate acquired by the yaw rate acquisition unit 92 increases.

  The vehicle behavior control device 5 described above causes the motor generator 20 to perform regenerative braking with a regenerative braking amount having a magnitude based on the yaw rate while the vehicle 1 is turning, thereby braking the rear wheel 42. Since the motor generator 20 drives the rear wheels 42 or brakes by regenerative braking according to the situation while the vehicle 1 is traveling, the regenerative braking amount based on the yaw rate is used while the vehicle 1 is turning. When braking the rear wheel 42 by performing regenerative braking, it is possible to perform braking with high responsiveness. Thereby, even when oversteer occurs in the vehicle 1 that is turning, it is possible to quickly suppress oversteer.

  Such a motor generator 20 is conventionally used in a hybrid vehicle that uses both the engine 10 and the motor generator 20 as a power source for running the vehicle 1, and a yaw rate acquisition unit included in the processing unit 91 of the ECU 90. 92 is also used conventionally when controlling the behavior of the vehicle 1 during travel. As described above, the motor generator 20 and the yaw rate acquisition unit 92 that have been used in the past are used to suppress oversteer, so that the brake 1 can be independently controlled by each wheel 40 and the equipment of the vehicle 1 is complicated. Therefore, it is possible to prevent the manufacturing cost from increasing. As a result, it is possible to suppress oversteer while suppressing an increase in cost and performing regeneration.

  In addition, the vehicle behavior control device 5 according to the embodiment includes an oversteer determination unit 93 that can determine whether oversteer has occurred from the yaw rate acquired by the yaw rate acquisition unit 92 in the processing unit 91 of the ECU 90. . Therefore, when the regenerative braking is performed with the regenerative braking amount based on the yaw rate, the oversteer determination unit 93 can determine whether or not the oversteer is generated in the vehicle 1, and the oversteer is generated in the vehicle 1. If it is determined by the oversteer determination unit 93 that it is, regenerative braking can be performed by the motor generator 20. As a result, oversteer can be more reliably suppressed.

  In addition, in this way, when oversteer is suppressed, the kinetic energy during travel of the vehicle 1 can be recovered by suppressing the regenerative braking of the motor generator 20. As a result, fuel consumption can be reduced when the vehicle 1 is driven.

  In the above description, it has been described that the oversteer generated by the driving force acting on the rear wheel 42 is suppressed. However, the oversteer suppressed by the regenerative braking of the motor generator 20 is applied to the rear wheel 42. Other than the oversteer generated by the driving force acting. For example, oversteer occurs even when the gripping force of the rear wheel 42 is lower than the gripping force of the front wheel 41 or when the vehicle is turning at a high speed with respect to the turning radius. Oversteer may also be suppressed by regenerative braking of the motor generator 20. Regardless of the cause of the occurrence of oversteer, the motor generator 20 is regeneratively braked with a regenerative braking amount based on the yaw rate, thereby suppressing an increase in cost and performing regeneration while suppressing oversteer during turning of the vehicle 1. be able to.

  As described above, the vehicle behavior control device according to the present invention is useful for a vehicle that can be regeneratively braked by a motor generator, and is particularly suitable for a vehicle in which rear wheels are driven by a motor generator.

1 is a schematic view of a vehicle provided with a vehicle behavior control apparatus according to an embodiment of the present invention. It is a principal part block diagram of the vehicle behavior control apparatus shown in FIG. It is explanatory drawing which shows the characteristic of a motor generator. It is explanatory drawing of the force which acts during turning of a vehicle. It is explanatory drawing which shows the movement of the turning center during turning of a vehicle. It is explanatory drawing in the case of performing feedback control of regenerative braking based on a yaw rate. It is a flowchart which shows the process sequence of the vehicle behavior control apparatus which concerns on the Example of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 5 Vehicle behavior control apparatus 10 Engine 11 Alternator 12 Auxiliary machine 15 Transmission 20 Motor generator 21 Reduction mechanism 25 Front wheel differential gear 26 Rear wheel differential gear 27 Front wheel drive shaft 28 Rear wheel drive shaft 40 Wheel 41 Front wheel 42 Rear Wheel 50 High-voltage battery 51 12V battery 52 DC / DC converter 53 Inverter 59 Yaw rate sensor 61 Steering 62 Steering shaft 63 Accelerator pedal 66 Regenerative braking resultant force at turning 72 Front wheel lateral force 75 Rear wheel braking force at turning 76 Rear wheel lateral force 80 Center of gravity 81 Longitudinal axis 82 Horizontal axis 85 High speed turning center 86 Low speed turning center 90 ECU
91 processing unit 92 yaw rate acquisition unit 93 oversteer determination unit 94 regenerative braking amount calculation unit 95 motor generator control unit 96 regenerative braking amount control unit 101 storage unit 102 input / output unit 110 ideal motor generator 111 gain block

Claims (1)

A yaw rate acquisition means capable of acquiring the yaw rate of the vehicle;
A motor generator that drives the rear wheels of the vehicle and is capable of regenerative braking when the vehicle is decelerated;
Oversteer determination means capable of determining whether oversteer has occurred in the vehicle from the yaw rate acquired by the yaw rate acquisition means;
An ideal motor generator set as a virtual motor generator that performs ideal regenerative braking;
If the oversteer determination means determines that oversteer has occurred in the vehicle while the vehicle is turning with the driving force applied to the rear wheel, oversteer has occurred in the vehicle. The target yaw rate that is not in the state of being input is input to the ideal motor generator, and the output result of the yaw rate in the ideal motor generator when regenerative braking is performed by the ideal motor generator, and the yaw rate acquisition unit acquires the yaw rate Regenerative braking amount control means capable of causing the motor generator to perform regenerative braking with a regenerative braking amount having a magnitude based on a yaw rate and the target yaw rate;
A vehicle behavior control device comprising:

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