JP4993105B2 - Vehicle behavior control device - Google Patents

Description

  The present invention relates to a vehicle behavior control device that adjusts a vehicle posture by controlling a driving force and a braking force of each driving wheel of a vehicle.

  Conventionally, a drive wheel of a general automobile has been provided with a differential gear (differential device) between the left wheel and the right wheel, so that the automobile allows a difference in the number of revolutions of the left and right wheels when turning. And can turn smoothly. In addition, in the case of a four-wheel drive vehicle, a differential gear (center differential) is generally provided between the front wheels and the rear wheels in addition to the above-described differential gears for the left and right wheels. The difference is acceptable.

  In recent years, there are many cases where a differential limiting device for limiting differential by a differential gear is provided mainly on a vehicle type assuming a rough road driving or a vehicle type assuming a sports driving. As a typical example of this differential limiting device, for example, there is LSD (Limited Slip Differential), and when this LSD is electronically or mechanically controlled, any drive wheel is likely to slip. Also, an appropriate driving force can be distributed to the desired driving wheel.

  Furthermore, recently, not only the case where the drive wheel slips but also the drive system devices represented by the above-mentioned LSD are actively operated in accordance with the traveling state of the vehicle, and the turning performance and acceleration performance of the vehicle and Driving force adjustment systems that improve stability and the like have been developed. This driving force adjustment system includes a front-rear wheel differential limiting mechanism capable of adjusting the driving force between the front and rear wheels, a left-right wheel driving force moving mechanism capable of adjusting the driving force between the left and right wheels, electronic control LSD, and electronic control. There are couplings.

Also, a brake device control system has been developed that improves the turning performance and stability performance of the vehicle by feedback control of the braking force on each wheel of the vehicle based on the yaw rate of the vehicle.
By the way, in the driving force adjustment system and the brake device control system described above, control is performed based on signals from various sensors such as a wheel speed sensor, a steering angle sensor, a G sensor, and a yaw rate sensor. There is a problem that noise due to disturbance from the road surface or the like is likely to be mixed in the output signals of various sensors, and excessive unnecessary control occurs due to such noise.

The influence of such noise on the control is particularly remarkable in a small control amount range. For example, a dead zone is provided in the control index, and the control amount is set to 0 value for a command value within a certain range near 0 value. In order to prevent excessive control, a technique has been developed (see Patent Document 1).
Japanese Patent No. 312904

  Further, for example, when considering the driving force moving mechanism between the left and right wheels, in the control of the driving force moving mechanism between the left and right wheels, the target yaw rate obtained by the linear model based on the steering angle and each wheel speed and the actual yaw rate detected by the yaw rate sensor are calculated. The driving force adjustment control is performed based on the yaw rate deviation, which is the difference, but at low vehicle speeds, when turning with a small radius, the approximate error of the two-wheel model increases or the steering angle differs between the actual steering angle. The deviation of the target yaw rate calculated by the linear model and the actual yaw rate is likely to occur due to the non-linearity of the vehicle, and even at high vehicle speeds, the target yaw rate calculated by the linear model and the actual yaw rate are also affected by aerodynamic effects. Deviations are likely to occur, and the likelihood of such deviations between the target yaw rate and the actual yaw rate also affects the control as with the above noise. No.

Therefore, it is conceivable to set the dead zone widely in consideration of the ease of occurrence of the deviation according to the vehicle speed.
However, if the dead zone is set to be expanded within a certain range, in the middle vehicle speed range where the deviation is not likely to occur so much, the dead zone is too wide to cause the inconvenience that the driving force adjustment control that should be possible cannot be performed, and the low vehicle speed range. Even in the high vehicle speed range, since the ease of occurrence of the deviation differs, there is a problem that the optimum driving force adjustment control cannot be performed in either one of them.

  The present invention has been made to solve such problems, and the object of the present invention is to make the dead zone of the control index relative to the control amount appropriate and improve the vehicle behavior control. It is to provide a control device.

In order to achieve the above object, a vehicle behavior control apparatus according to claim 1 detects a driving force adjusting mechanism that adjusts the behavior of the vehicle by adjusting a driving force of each driving wheel, and an actual yaw rate of the vehicle. deviation of the yaw rate detection means, and the target yaw rate setting means for setting a target yaw rate of the vehicle in accordance with the running state of the vehicle, the actual yaw rate detected by the target yaw rate and the yaw rate detecting means set by said desired yaw rate setting means The driving force adjustment control means for controlling the driving force adjusting mechanism based on the control amount obtained according to the control index, and the vehicle speed detecting means for detecting the vehicle speed, the driving force adjustment The control means has a dead band with a predetermined width in the vicinity of the zero value of the control index, and variably sets the predetermined width of the dead band according to the vehicle speed detected by the vehicle speed detecting means. A dead zone width setting means, wherein the dead zone width setting means has a wider predetermined width of the dead zone in a low vehicle speed range where the vehicle speed is less than a first predetermined value than in a middle vehicle speed range which is greater than or equal to the first predetermined value and less than a second predetermined value. In addition, the predetermined range of the dead zone is set wider than the middle vehicle speed range in a high vehicle speed range where the vehicle speed is equal to or higher than a second predetermined value.

According to a second aspect of the vehicle behavior control apparatus of the present invention, in the first aspect, the dead zone width setting means is configured such that the vehicle speed is lower in the low vehicle speed range than the first predetermined value than in the high vehicle speed range higher than the second predetermined value. The predetermined width of the dead zone is set wide as a whole.
According to a third aspect of the vehicle behavior control device of the present invention, in the second aspect, the dead band width setting means sets the first width of the dead band as the vehicle speed becomes lower in a low vehicle speed range where the vehicle speed is less than the first predetermined value. The predetermined range of the dead zone is set wider with a second degree of change that is more gradual than the first degree of change as the vehicle speed increases in a high vehicle speed range greater than or equal to the second predetermined value. And

According to the vehicle behavior control apparatus of the first aspect of the present invention, the correlation value of the deviation between the set target yaw rate and the detected actual yaw rate is used as the control index, and the driving force adjusting mechanism is responsive to the control index. Although it is controlled based on the obtained control amount, it has a dead band with a predetermined width near the zero value of the control index, and the predetermined width of the dead band is variably set according to the vehicle speed. by calculating the deviation based on the calculated target yaw rate and the actual yaw rate and the aerodynamic influence but the deviation between the target yaw rate and the actual yaw rate is there the tendency caused by the vehicle speed, the minute deviations Thus even if the control index correlation value occurs is caused, by a predetermined width of the dead band is variably set in accordance with the vehicle speed, the driving force dead band of control indicator for controlling the amount as appropriate It is possible to prevent unnecessary operation of the excessive settling mechanism.

That is, in the low vehicle speed range where the vehicle speed is less than the first predetermined value, the predetermined range of the dead zone is set wider than the medium vehicle speed range which is greater than or equal to the first predetermined value and less than the second predetermined value. Although the deviation between the target yaw rate and the actual yaw rate by calculating the difference based on the target yaw rate and the actual yaw rate is there the tendency to occur, good unwanted actuation of the excessive driving force adjustment mechanism in the low vehicle speed region Can be prevented.

On the other hand, in the high vehicle speed range where the vehicle speed is greater than or equal to the second predetermined value, the predetermined range of the dead zone is set wider than the medium vehicle speed range which is greater than or equal to the first predetermined value and less than the second predetermined value. Although the deviation between the yaw rate and the actual yaw rate tends to occur, excessive unnecessary operation of the driving force adjusting mechanism can be satisfactorily prevented in the high vehicle speed range.
According to the vehicle behavior control apparatus of the second aspect, the predetermined width of the dead zone is set wider as a whole in the low vehicle speed range where the vehicle speed is less than the first predetermined value than in the high vehicle speed range where the vehicle speed is equal to or higher than the second predetermined value. According to the vehicle behavior control device of claim 3, the predetermined range of the dead zone is set wider with the first degree of change as the vehicle speed becomes lower in the low vehicle speed range where the vehicle speed is less than the first predetermined value, and the second predetermined value or more. In the high vehicle speed range, the predetermined range of the dead zone is set wider with a second change degree that is more gradual than the first change degree as the vehicle speed becomes higher. Therefore, in the high vehicle speed range, the deviation between the target yaw rate and the actual yaw rate is due to the influence of aerodynamics. while a relatively occur tends, in the low vehicle speed region is in deviation occur particularly tends between the target yaw rate and the actual yaw rate by calculating the difference based on the target yaw rate and the actual yaw rate calculated by the linear model, in particular It is possible to satisfactorily prevent unwanted operation of the excessive driving force adjusting mechanism in the vehicle speed range.

Hereinafter, a vehicle behavior control apparatus according to an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic block diagram showing a configuration of a vehicle behavior control apparatus according to the present invention.
As shown in FIG. 1, a four-wheel drive vehicle 1 to which the vehicle behavior control device of the present invention is applied is provided with an engine 2, a transmission 3, and the like. It is transmitted to a center differential (hereinafter referred to as center differential) 5 through an intermediate gear mechanism 4.

  One of the outputs of the center differential 5 is transmitted from the axles 7L, 7R to the left and right wheels 8L, 8R of the front wheels 8 via the front differential (hereinafter referred to as front differential) 6 of the front wheels 8, and the other is the hypoid gear mechanism 9, the propeller shaft 10. The rear wheel side hypoid gear mechanism 11 and the rear differential (hereinafter referred to as rear differential) 12 are transmitted from the axles 13L, 13R to the left and right wheels 14R, 14L of the rear wheel 14.

  Specifically, the center differential 5 is composed of differential pinions 5A and 5B and side gears 5C and 5D meshing with these differential pinions 5A and 5B, and the torque input from the differential pinions 5A and 5B is one side gear 5C. Is transmitted to the front wheel 8 through the other side gear 5D and is transmitted to the rear wheel 14 through the other side gear 5D through the propeller shaft 10 and the like. At this time, the differential between the front wheel 8 and the rear wheel 14 is allowed by the center differential 5, and the turning ability of the vehicle 1 is not hindered.

In the center differential 5, as a driving force distribution system, the torque output from the engine 2 is limited to the front and rear wheels 8, 14 while the differential allowed between the front wheels 8 and the rear wheels 14 is variably limited. variably front and rear can be allocated wheels between the differential limiting mechanism (driving force adjusting Organization) 19 is connected to. The front / rear wheel differential limiting mechanism 19 is configured by a wet hydraulic multi-plate clutch mechanism, and differential between the front wheel 8 and the rear wheel 14 in accordance with hydraulic pressure supplied from a drive system hydraulic unit 30 described later. The degree of restriction can be adjusted, and the distribution of torque (driving force) transmitted to the front wheels 8 and the rear wheels 14 can be changed as appropriate.

The front differential 6 is applied with a torque-sensitive differential gear that mechanically limits the differential between the left and right wheels 8R and 8L in accordance with the magnitude of torque input from the engine 2.
On the other hand, a crown gear 16 that meshes with the pinion gear 10A at the rear end of the propeller shaft 10 is provided on the outer periphery of the case 12A of the rear differential 12, and a planetary gear mechanism 12B is provided inside the case 12A. The planetary gear mechanism 12B allows the differential of the left and right rear wheels 14L, 14R. With such a configuration, the torque input from the engine 2 to the crown gear 16 through the propeller shaft 10, the pinion gear 10A, etc. allows the differential between the left rear wheel 14L and the right rear wheel 14R by the planetary gear mechanism 12B. While being transmitted to both wheels 14L, 14R.

Then, the rear differential gear 12, the left and right wheels 14L, appropriately modifiable between the right and the left wheel driving force moving mechanism the difference in driving force transmitted to 14R (driving force adjusting Organization) 15 is connected. The left-right wheel driving force moving mechanism 15 includes a speed change mechanism 15A and a transmission capacity variable control type torque transmission mechanism 15B, and the right wheel 14R according to the hydraulic pressure supplied from a drive system hydraulic unit 30 described later. The difference in driving force (ie, torque) between the left wheel 14L and the left wheel 14L can be changed as appropriate in accordance with the traveling state of the vehicle.

The speed change mechanism 15A increases or decreases the rotational speed of one of the left and right wheels (here, the left wheel 14L) and outputs it to the torque transmission mechanism 15B.
The transmission capacity variable control type torque transmission mechanism 15B is a wet hydraulic multi-plate clutch mechanism capable of adjusting the transmission torque capacity in accordance with a control hydraulic pressure supplied from a drive system hydraulic unit 30 described later. Torque is exchanged between the left and right wheels 14L and 14R using the rotational speed difference between the increased or decreased rotational speed and the rotational speed of the other of the left and right wheels (here, the right wheel 14R). By doing so, it is possible to increase or decrease the driving torque of one wheel and to decrease or increase the driving torque of the other wheel. Note that the planetary gear mechanism 12B, the transmission mechanism 15A, and the torque transmission mechanism 15B described above are well-known techniques, and thus detailed descriptions of these structures are omitted.

  The vehicle 1 is provided with a drive system hydraulic unit 30 that supplies hydraulic pressure to the left-right wheel driving force moving mechanism 15 and the front-rear wheel differential limiting mechanism 19. Specifically, the drive system hydraulic unit 30 includes a rear differential hydraulic unit 31 that hydraulically operates the left-right wheel driving force moving mechanism 15 and a center differential hydraulic unit 32 that hydraulically operates the front-rear wheel differential limiting mechanism 19. The rear differential hydraulic unit 31 and the center differential hydraulic unit 32 are connected to an electronic control unit (ECU) 40.

  The rear differential hydraulic unit 31 and the center differential hydraulic unit 32 include an accumulator, a motor pump that pressurizes the hydraulic oil in the accumulator to a predetermined pressure, a pressure sensor that monitors the hydraulic pressure pressurized by the motor pump, etc. In addition, an electromagnetic control valve that outputs the hydraulic pressure in the accumulator whose pressure is adjusted by the motor pump while further adjusting the pressure, and the supply destination of the hydraulic pressure adjusted by the electromagnetic control valve is moved between the left and right wheels. A direction switching valve or the like for switching to a predetermined oil chamber (not shown) of the mechanism 15 is provided.

The ECU 40, the driving force adjustment controller (driving force adjustment control hand stage) 42 is provided, in fact, the rear differential hydraulic unit 31 and the center differential hydraulic unit 32 is connected to the driving force adjusting controller 42.
The driving force adjustment controller 42 includes a CPU, a ROM, a RAM, an interface, and the like. On the input side, wheel speed sensors (vehicle speed detecting means) 45R, 45L, 46R, 46L, rudder angle sensors 47, G (front and rear G, lateral) G) In addition to the sensor 48 and the yaw rate sensor ( yaw rate detecting means) 49, various sensors such as a throttle position sensor (not shown) are connected. Thus, the output of the rear differential hydraulic unit 31 and the center differential hydraulic unit 32 is calculated by the driving force adjustment controller 42 according to the vehicle running state detected by the various sensors, that is, the vehicle speed, the steering state, the vehicle running state, etc. The operation is controlled according to the value, and the operations of the left-right wheel driving force moving mechanism 15 and the front-rear wheel differential limiting mechanism 19 can be controlled.

  For example, when the vehicle 1 moves forward while turning right, a predetermined hydraulic pressure is input from the rear differential hydraulic unit 31 to the left-right wheel driving force moving mechanism 15 and the torque transmitted to the right rear wheel 14R is reduced. While the right rear wheel 14R decelerates, the torque transmitted to the left rear wheel 14L increases and the left rear wheel 14L increases in speed. As a result, a clockwise (clockwise) yaw moment can be generated in the vehicle 1, and the turning performance of the vehicle 1 can be improved.

  Similarly, when the vehicle 1 moves forward while turning leftward, a predetermined hydraulic pressure is input from the rear differential hydraulic unit 31 to the left-right wheel driving force moving mechanism 15 and transmitted to the left rear wheel 14L. And the left rear wheel 14L decelerates, while the torque transmitted to the right rear wheel 14R increases and the right rear wheel 14R increases. As a result, a counterclockwise yaw moment can be generated with respect to the vehicle 1, and the turning performance of the vehicle 1 can also be improved.

Further, a predetermined hydraulic pressure is input from the center differential hydraulic unit 32 to the front-rear wheel differential limiting mechanism 19 to limit the differential between the front wheels 8 and the rear wheels 14 to improve the traction performance of the vehicle 1 or It is possible to improve the turning performance of the vehicle 1 by allowing the differential between the rear wheel 8 and the rear wheel 14.
Furthermore, the vehicle 1 is equipped with a brake device control system, and the braking state of each wheel 8L, 8R, 14L, 14R of the vehicle 1 can be independently controlled by this brake device control system. This brake device control system includes four brake devices ( driving force adjustment mechanisms) 21L, 21R, 22L, and 22R provided corresponding to the wheels 8L, 8R, 14L, and 14R of the vehicle 1 and the brakes thereof. A brake device controller ( driving force adjustment control means) 44 provided in the ECU 40 for controlling the devices 21 and 22 and a brake for supplying hydraulic pressure in response to a command from the brake device controller 44 to the brake devices 21 and 22. The brake system hydraulic unit 33 is a system hydraulic unit.
The brake device hydraulic unit 33 is provided with a motor pump, an electromagnetic control valve, and the like, which are not shown, for adjusting the brake fluid pressure.

The brake device controller 44 includes a CPU, a ROM, a RAM, an interface, and the like. On the input side, wheel speed sensors (vehicle speed detecting means) 45R, 45L, 46R, 46L, a steering angle sensor 47, a G sensor (front and rear G) , Lateral G) 48, yaw rate sensor ( yaw rate detecting means) 49, and various sensors such as a brake pedal depression sensor (not shown) are connected. Thereby, the brake device hydraulic unit 33 is controlled to operate according to the output values calculated by the brake device controller 44 based on information from various sensors, and controls the operating states of the brake devices 21L, 21R, 22L, and 22R. The yaw moment of the vehicle 1 can be controlled.

FIG. 2 shows the control of the left-right wheel driving force moving mechanism 15 in the structure of the control system in the driving force adjustment controller 42 of the vehicle behavior control apparatus according to the present invention configured as described above, that is, the left-right wheel driving force. FIG. 2 is a schematic block diagram showing the configuration of a control system for adjustment control. Hereinafter, the left and right wheel driving force adjustment control of the driving force adjustment control device according to the present invention, which is executed by the driving force adjustment controller 42 based on FIG. The contents of control will be described.
As described above, the driving force adjustment controller 42 calculates the output values corresponding to the running state of the vehicle based on the information from the various sensors, whereby the operating state of the driving force moving mechanism 15 between the left and right wheels is respectively changed to the left and right wheel driving. Specifically, as shown in FIG. 2, the steering angle measured by the steering angle sensor 47 and the vehicle speed VB detected by each wheel speed sensor 45R, 45L, 46R, 46L are controlled. yaw rate deviation as a difference between the target Yorei bets gamma t is calculated (desired yaw rate set hand stage), the actual Yorei preparative gamma r measured in the subtracter 50 by the target yaw rate γt and the yaw rate sensor 49 theoretical based on bets Δγ (correlation value of deviation) is obtained as a control index, and the converter 52 determines the left and right wheel driving force adjustment control amount T _{R / D} according to the yaw rate deviation Δγ. Sought and output. Then, the left-right wheel driving force moving mechanism 15 is feedback-controlled to increase _/ decrease the yaw moment of the vehicle 1 based on the left _/ right wheel driving force adjustment control amount TR _{/ D.}
Specifically, as shown in FIG. 2, the converter 52 stores in advance a conversion map having the yaw rate deviation Δγ (control index) as the horizontal axis and the left and right wheel driving force adjustment control amount T _{R / D} as the vertical axis. The left and right wheel driving force adjustment control amount TR _{/ D} is read from the conversion map based on the calculated yaw rate deviation Δγ.

In the conversion map, the left and right wheel driving force in the range of the absolute value | γ _DZ | near the zero value from −γ _DZ to γ _DZ of the yaw rate deviation Δγ with respect to the left and right wheel driving force adjustment control amount TR _{/ D.} A dead zone is set so that the adjustment control amount T _{R / D} maintains a value of zero.
By providing such a dead zone, noise due to disturbance from the road surface is mixed in the input signals from the wheel speed sensors 45R, 45L, 46R, 46L, the steering angle sensor 47, the yaw rate sensor 49, etc. Even when a slight yaw rate deviation Δγ occurs due to noise, it is possible to prevent the left and right wheel driving force adjustment control amount TR _{/ D from} being generated unnecessarily by the minute yaw rate deviation Δγ. Excessive unnecessary operation of the driving force moving mechanism 15 is prevented.

By the way, as described above, in a low vehicle speed range where the vehicle speed VB is low, when a turn with a small radius is performed, the approximation error of the two-wheel model becomes large, or the non-linearity between the steering angle and the actual steering angle increases, resulting in linearity. Deviations between the target yaw rate γt calculated by the model and the actual yaw rate γr are particularly likely to occur, and even at high vehicle speeds, the deviation between the target yaw rate γt calculated by the linear model and the actual yaw rate γr is also compared due to the influence of aerodynamics, etc. On the other hand, deviation is not likely to occur in the middle vehicle speed range, and if the absolute value | γ _DZ |, which is the dead band width, is fixed within a certain range, the dead zone is too wide in the middle vehicle speed range and should be possible. There may be a disadvantage that the left and right wheel driving force adjustment control cannot be performed. In addition, since the ease of occurrence of the deviation is different between the low vehicle speed range and the high vehicle speed range, there may be a disadvantage that the optimal left and right wheel driving force adjustment control cannot be performed in either one.

For this reason, in the present invention, the absolute value | γ _DZ |, which is the dead band width, is appropriately varied according to the vehicle speed VB (dead band width setting means).
Specifically, as shown in FIG. 2, the driving force adjustment controller 42 has an absolute value | γ _DZ | with respect to the vehicle speed VB set in advance by experiments or the like and stored as a map M, and each wheel speed sensor 45R, 45L, 46R. , the absolute value depending on the vehicle speed VB detected by 46L | by is read from the map M, the absolute value of the conversion map converter 52 | | γ _DZ γ _DZ | is variably set.

That is, the absolute value | γ _DZ | corresponds to the vehicle speed VB, and in the low vehicle speed range where the vehicle speed VB is less than the first predetermined value V1, the vehicle speed VB is 0 and becomes the maximum value X1, and the first predetermined value V1 is the normal value X2 (<X1 ) Is set with a change gradient D1 (first change degree), and is maintained at a normal value X2 in a middle vehicle speed range that is greater than or equal to a first predetermined value V1 and less than a second predetermined value V2, and is higher than a second predetermined value V2 In the vehicle speed range, the change gradient D2 (second change degree) gentler than the change gradient D1 is set to be gradually smaller than the maximum value X1 as a whole so as to gradually increase from the normal value X2.

In particular, in the low vehicle speed range where the vehicle speed VB is less than the first predetermined value V1, the deviation between the target yaw rate γt calculated by the linear model and the actual yaw rate γr tends to occur as the vehicle speed is low. The value | γ _DZ | is set so as to approach the maximum value X1 and widen the dead band width.
Thus, in the vehicle behavior control apparatus according to the present invention, in the control of the left-right wheel driving force moving mechanism 15, the absolute value of the yaw rate deviation Δγ near the zero value with respect to the left-right wheel driving force adjustment control amount TR _{/ D.} The dead zone is set in the range of | γ _DZ |. In this case, the dead zone width is variably set according to the vehicle speed VB, and the absolute value | γ _DZ | is larger in the low vehicle speed range than in the medium vehicle speed range. The dead zone width is widened. In particular, the absolute value | γ _DZ | approaches the maximum value X1 as the vehicle speed VB decreases in the low vehicle speed range, and the absolute value | γ _DZ | gradually increases in the high vehicle speed range than in the medium vehicle speed range. The dead zone width is gradually increased. That is, the dead zone width of the yaw rate deviation Δγ with respect to the left and right wheel driving force adjustment control amount TR _{/ D} is adjusted finely so that it is wide as a whole in the low vehicle speed range, as narrow as possible in the middle vehicle speed range, and slightly wide in the high vehicle speed range. I have to.

As a result, even when a small radius turn is made in a low vehicle speed range, and the deviation between the target yaw rate γt and the actual yaw rate γr is particularly likely to occur, the dead zone width is widened unnecessarily. It is possible to prevent the wheel driving force adjustment control amount TR _{/ D from} being generated, and similarly, in the case where there is an aerodynamic influence or the like in the high vehicle speed range, the deviation between the target yaw rate γt and the actual yaw rate γr. Even if it is relatively easy to occur, it is possible to prevent the left and right wheel driving force adjustment control amount T _{R / D from} being generated unnecessarily by slightly widening the dead zone width, and the left and right wheel driving force moving mechanism. 15 excessive unnecessary operations can be satisfactorily prevented. On the other hand, in the middle vehicle speed region, the absolute value | γ _DZ | is set to the normal value X2, and the dead zone width is kept as narrow as possible, so that the right and left wheel driving force adjustment control can be performed satisfactorily without any inconvenience.

That is, according to the vehicle behavior control apparatus of the present invention, the left and right wheel driving force adjustment control amount TR _{/ D} can be appropriately obtained based on the yaw rate deviation Δγ in all vehicle speed ranges regardless of the vehicle speed VB. Excessive unnecessary control can be eliminated and optimal left and right wheel driving force adjustment control can be realized.
Although the description of the embodiment of the vehicle behavior control device according to the present invention has been completed above, the embodiment is not limited to the above.

For example, in the above embodiment, as a representative example, in the control of the driving force moving mechanism 15 between the left and right wheels, the dead band width of the yaw rate deviation Δγ is variably set according to the vehicle speed VB with respect to the left and right wheel driving force adjustment control amount TR _{/ D.} has been described, the invention is not limited to this, the front and rear wheels between the differential limiting mechanism (driving force adjusting mechanism) braking system of the controlled variable and the brake device control system in the front-rear wheel driving force adjustment control 19 (driving force adjusting mechanism ) A dead zone may be similarly provided for the control index for the control amount of the brake device control of 21L, 21R, 22L, and 22R, and the dead zone may be variably set according to the vehicle speed VB as described above.

In the above embodiment, the yaw rate deviation Δγ that is the difference between the target yaw rate γt and the actual yaw rate γr is used as the control index. For example, the differential value dΔγ / dt (deviation correlation value) of the yaw rate deviation Δγ is used as the control index. Thus, the dead zone may be variably set according to the vehicle speed VB so as to correspond to the differential value dΔγ / dt.
In the above embodiment, the speed information is detected by the wheel speed sensors 45L, 45R, 46L, and 46R. However, the present invention is not limited to such a form. For example, the detection information from the rudder angle sensor 47 is detected. From this, the low speed corner / high speed corner may be estimated, and the dead zone may be variably set according to the estimated value.

In the above embodiment, the front differential 6 is applied with a torque-sensitive differential gear that mechanically limits the differential between the left and right wheels 8R and 8L according to the magnitude of the torque input from the engine 2. However, the present invention is not limited to such a configuration.
For example, the driving force moving mechanism 15 between the left and right wheels in the above embodiment may be configured not only for the rear differential 12 but also for the front differential 6 or only for the front differential 6.

In the above embodiment, the case where the vehicle 1 is a four-wheel drive vehicle has been described as an example. However, the vehicle 1 is not particularly limited to a four-wheel drive vehicle, and may be a front wheel drive vehicle or a rear wheel drive. It may be a car.
In the above embodiment, the rear differential hydraulic unit 31 controls the driving force moving mechanism 15 between the left and right wheels to adjust the difference in torque transmitted from the engine 1 to the rear left and right wheels 14L and 14R. However, the present invention is not limited to such a configuration. For example, the driving force of the electric motor provided on each of the left and right wheels on the front wheel side or the rear wheel side may be adjusted independently. In this case, whether or not to mount another drive source such as an engine in addition to the electric motor can be appropriately selected.

Further, instead of the driving force moving mechanism 15 between the left and right wheels, a mechanism that distributes the driving force between the left and right wheels may be replaced. For example, a clutch mechanism is provided for each of the left and right wheels, and the fastening force by the clutch mechanism is adjusted. In this way, the magnitude of the driving force transmitted to the left and right wheels may be variable. Furthermore, this may be provided on the rear wheel side or the front wheel side.
In the above embodiment, the front-rear wheel differential limiting mechanism 19 is a gear type. However, the present invention is not limited to this, and it is needless to say that the same function may be used.

1 is a block diagram schematically showing the configuration of a vehicle behavior control device according to an embodiment of the present invention. It is the typical block diagram which showed the structure of the control system of right-and-left wheel driving force adjustment control among the vehicle behavior control apparatuses which concern on this invention.

Explanation of symbols

1 vehicle 2 engine 8L, 8R driving wheels, each wheel 14L, 14R drive wheels, each wheel 15 between the right and the left wheel driving force moving mechanism (driving force adjusting Organization)
19 front and rear wheels between the differential limiting mechanism (driving force adjusting Organization)
21L, 21R Brake device ( driving force adjustment mechanism)
22L, 22R Brake device ( driving force adjustment mechanism)
30 Drive system hydraulic unit 31 Rear differential hydraulic unit 32 Center differential hydraulic unit 33 Brake device hydraulic unit 40 ECU
42 driving force adjustment controller (driving force adjustment control hand stage)
44 Brake device controller ( drive force adjustment control means)
45R, 45L Wheel speed sensor (vehicle speed detection means)
46R, 46L Wheel speed sensor (vehicle speed detection means)
47 Rudder angle sensor 48 G sensor 49 Yaw rate sensor ( yaw rate detection means)

Claims (3)

A driving force adjustment mechanism that adjusts the behavior of the vehicle by adjusting the driving force of each driving wheel ;
A yaw rate detecting means for detecting the actual yaw rate of the vehicle;
Target yaw rate setting means for setting the target yaw rate of the vehicle according to the running state of the vehicle;
And control index correlation value of the deviation between the actual yaw rate detected by the target yaw rate setting unit target yaw rate and the yaw rate detection means which is set by the driving force adjusting mechanism to a control amount determined in accordance with the control indices Driving force adjustment control means for controlling based on;
Vehicle speed detecting means for detecting the vehicle speed,
The driving force adjustment control means has a dead band with a predetermined width in the vicinity of a zero value of the control index, and a dead band width setting means for variably setting the predetermined width of the dead band according to the vehicle speed detected by the vehicle speed detecting means. Including
The dead band width setting means sets the predetermined width of the dead band wider in the low vehicle speed range where the vehicle speed is less than the first predetermined value than in the middle vehicle speed range where the vehicle speed is less than the first predetermined value and less than the second predetermined value. 2. A vehicle behavior control device characterized in that a predetermined width of the dead zone is set wider than that in the middle vehicle speed range in a high vehicle speed range of a predetermined value or more.   The dead zone width setting means sets the predetermined width of the dead zone as a whole wider in a low vehicle speed range where the vehicle speed is lower than the first predetermined value than in a high vehicle speed range where the vehicle speed is higher than the second predetermined value. Item 2. A vehicle behavior control apparatus according to Item 1.   The dead zone width setting means sets the predetermined width of the dead zone wider at a first change degree as the vehicle speed becomes lower in a low vehicle speed range where the vehicle speed is less than the first predetermined value, and a high vehicle speed range which is equal to or higher than the second predetermined value. The vehicle behavior control device according to claim 2, wherein the predetermined width of the dead zone is set wider with a second change degree that is more gradual than the first change degree as the vehicle speed increases.

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