JP5083453B2 - 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 control device capable of improving safety during vehicle travel by controlling the behavior of the vehicle during vehicle travel.

  The vehicle tilts outward in the turning radius due to the acceleration generated in the width direction of the vehicle when turning, and exhibits a behavior in the so-called roll direction. There is one that performs anti-tilt control that suppresses an excessive inclination of the vehicle by controlling the roll angle, which is the angle of inclination, not to exceed a predetermined value. In such anti-tilt control, when the roll angle during turning of the vehicle exceeds a predetermined roll angle at which the vehicle can be driven stably, a braking force is generated on some wheels, or the steering angle The inclination of the vehicle is suppressed by changing.

  However, since the predetermined roll angle at which the vehicle can be driven stably varies depending on the ground contact state between the wheel and the road surface, the predetermined roll angle is not suitable for the ground contact state between the wheel and the road surface. If not, the control intervention for suppressing the tilt of the vehicle may be too early, or the control intervention may be too late. For this reason, some conventional vehicle behavior control devices enable more appropriate anti-tilt control. For example, in the vehicle evaluation apparatus described in Patent Document 1, the air pressure of the wheel is detected, and the roll angle that serves as a reference when controlling the behavior in the roll direction is corrected based on the detected air pressure. Thereby, the behavior of the roll direction can be controlled based on the ground contact state between the wheels and the road surface, and the running stability of the vehicle can be improved.

JP 2005-189044 A

  Here, in recent years, vehicle behavior devices that improve vehicle running stability are installed not only in passenger cars but also in trucks and other trucks and buses. In these vehicles, anti-tilt control is performed. Some have. Further, in the truck or the like on which the vehicle behavior device is mounted in this way, the rear wheel is composed of an outer wheel that is a wheel located outside in the width direction of the vehicle and an inner wheel that is a wheel located inside. Some are provided as so-called double tires.

  In the case of such a double tire, when correcting the reference value when the anti-tilt control is performed according to the state of the outer ring and the state of the inner ring, the correction amount ensures more reliable running stability. Therefore, it is preferable to set based on the correlation between the state of the wheel having a large influence on the behavior in the roll direction and the behavior of the vehicle. However, since the degree of influence on the behavior of the vehicle in the roll direction differs between the outer ring and the inner ring, it was set based on the correlation between the state of the wheel that has a large degree of influence on the behavior and the behavior in the roll direction. If the reference value in the case of performing anti-tilt control is corrected based on the state of the other wheel, that is, the wheel that has a small degree of influence on the behavior of the vehicle, the correction amount becomes too large and appropriate. There is a case where control cannot be performed.

  The present invention has been made in view of the above, and an object of the present invention is to provide a vehicle behavior control device that can more appropriately suppress the inclination of the vehicle.

  In order to solve the above-described problems and achieve the object, a vehicle behavior control device according to the present invention includes a wheel state acquisition unit that acquires a state of a wheel of a vehicle, and a vehicle state acquired by the wheel state acquisition unit. Control that suppresses the inclination of the vehicle when the state of the inner ring that is the wheel located inside in the width direction changes and when the state of the outer wheel that is the wheel located outside in the width direction of the vehicle changes. And an anti-tilt control means for making certain anti-tilt control different.

  In the vehicle behavior control device according to the present invention, the vehicle behavior control device further calculates a threshold when determining whether or not to start the anti-tilt control, and the calculated threshold is calculated based on the calculated threshold. Threshold calculation means for changing according to the state of the wheel acquired by the wheel state acquisition means, and for changing the change in changing the threshold between the state of the inner ring and the state of the outer ring The anti-tilt control means starts the anti-tilt control when the state quantity of the vehicle during travel is greater than the threshold.

  Further, the vehicle behavior control device according to the present invention further includes travel state information acquisition means for acquiring travel state information that is information on the travel state of the vehicle in the vehicle behavior control device, and the threshold value calculation means. Calculates a threshold value for determining whether to start the anti-tilt control as the threshold value of the state amount when the vehicle is traveling, based on the traveling state information acquired by the traveling state information means.

  In the vehicle behavior control device according to the present invention, in the vehicle behavior control device, the threshold value calculation means increases the change in the threshold value when the state of the outer ring changes than when the state of the inner wheel changes. .

  Further, in the vehicle behavior control device according to the present invention, in the vehicle behavior control device, the threshold value calculation unit responds to the wheel state acquired by the wheel state acquisition unit with the threshold value calculated from the running state information. In the case of changing the threshold value, the threshold value is reduced by subtracting the change amount when the threshold value is changed from the threshold value calculated from the running state information.

  In the vehicle behavior control device according to the present invention, in the vehicle behavior control device, the wheel state acquisition unit acquires the air pressure of the wheel as the state of the wheel.

  The vehicle behavior control device according to the present invention has an effect that the inclination of the vehicle can be more appropriately suppressed.

FIG. 1 is a schematic diagram of a vehicle provided with a vehicle behavior control apparatus according to an embodiment of the present invention. FIG. 2 is a main part configuration diagram of the vehicle behavior control apparatus shown in FIG. 1. FIG. 3 is an explanatory diagram showing the relationship between the air pressure of the wheel and the threshold value change. FIG. 4 is a flowchart illustrating a processing procedure of the vehicle behavior control apparatus according to the embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Vehicle behavior control apparatus 3 Wheel 4 Front wheel 5 Rear wheel 6 Outer wheel 7 Inner wheel 10 Handle 11 Accelerator pedal 12 Brake pedal 20 Behavior control ECU
DESCRIPTION OF SYMBOLS 21 Vehicle speed acquisition part 22 Steering angle acquisition part 23 Yaw rate acquisition part 24 G acquisition part 25 Air pressure acquisition part 26 Anti-tilt threshold value calculation part 27 Anti-tilt determination part 28 Anti-tilt control part 31 Steering angle sensor 32 Air pressure sensor 33 Vehicle speed sensor 34 G sensor 35 Yaw rate sensor 40 Drive device 41 Engine ECU
42 Engine 43 Accelerator sensor 50 Braking device 51 Brake ECU
52 Brake device 53 Brake 59 Brake sensor

  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. In the following description, it is assumed that the traveling direction during normal traveling of the vehicle 1 is the front and the opposite direction of the traveling direction is the rear. The vehicle behavior control device 2 according to the embodiment is mounted on a vehicle 1, and the vehicle 1 on which the vehicle behavior control device 2 is mounted has a front portion in the traveling direction of the vehicle 1 with an engine 42 as an internal combustion engine as a power source. It is mounted on. The power generated by the engine 42 can be changed by a transmission 45 at a gear ratio suitable for the running state. The power changed by the transmission 45 is transmitted via a propeller shaft 46, a differential gear 47, and a drive shaft 48. The vehicle 1 can travel by being transmitted to the rear wheels 5 provided as drive wheels among the wheels 3 of the vehicle 1.

  In addition, the vehicle 1 including the vehicle behavior control device 2 according to the embodiment has a so-called FR (Front) in which the engine 42 is mounted on the front portion in the traveling direction of the vehicle 1 and the rear wheel 5 is provided as a drive wheel. engine rear drive), but the drive type of the vehicle 1 may be other than FR. The engine 42 is a diesel engine that is a reciprocating compression ignition engine, a spark ignition engine that uses gasoline as fuel, a spark ignition engine that uses LPG (Liquefied Petroleum Gas) or alcohol as fuel. There may be any format. The transmission 45 that changes the rotation of the engine 42 may be a manual transmission that is manually changed by the driver, or may be an automatic transmission that automatically changes the speed according to the traveling state of the vehicle. Furthermore, the vehicle 1 including the vehicle behavior control device 2 according to the embodiment is a vehicle using a vehicle other than the engine 42 as a power source, such as a hybrid vehicle (HV), an electric vehicle (EV), or a fuel cell vehicle. There may be.

  Of the wheels 3 of the vehicle 1, the rear wheels 5 are provided as drive wheels, whereas the front wheels 4 are provided as steering wheels of the vehicle 1. The front wheel 4 that is a steered wheel is provided so as to be steerable by a handle 10 disposed in the driver's seat of the vehicle 1. The steering wheel 10 is connected to an EPS (Electric Power Steering) device 15, which is a steering assist device that generates a steering assist force when the driver of the vehicle 1 steers the wheel 3, via a steering shaft 16. Since the handle 10 is thus connected to the EPS device 15, the front wheel 4 can be steered by operating the handle 10. That is, the front wheels 4 positioned on both sides in the width direction of the vehicle 1 are connected to the EPS device 15 through the tie rods 17 and the knuckle arms 18 respectively, so that the left and right front wheels 4 are connected to the steering wheel. 10 can be steered by operating 10. In addition, the EPS device 15 is provided with a steering angle sensor 31 that is a steering angle detection means for detecting a steering angle that is a rotation angle of the handle 10.

  The front wheel 4 and the rear wheel 5 are both provided on the left and right in the width direction of the vehicle 1, whereas the front wheel 4 is provided on the left and right in the width direction of the vehicle 1, whereas the rear wheel Two wheels 5 are provided on the left and right in the width direction of the vehicle 1. That is, the rear wheel 5 is provided so that the two wheels 3 are connected in the width direction of the vehicle 1 or in the rotation axis direction when the rear wheel 5 rotates, and can be rotated integrally. The rear wheels 5 provided on the left and right in the width direction are both constituted by two wheels 3. As described above, of the rear wheels 5 constituted by the two wheels 3, the wheel 3 positioned on the outer side in the width direction of the vehicle 1 is the outer wheel 6, and the wheel 3 positioned on the inner side in the width direction of the vehicle 1. Is the inner ring 7. As described above, the rear wheel 5 is a so-called double tire in which the rear wheels 5 located on both sides in the right and left direction are both constituted by the two wheels 3 of the outer ring 6 and the inner ring 7.

  Further, in the vicinity of each wheel 3, a brake 53 is provided as a braking means capable of applying a braking force to the wheel 3. The brake 53 is a so-called drum brake composed of a wheel cylinder 54 and a brake shoe 55 provided so as not to rotate, and a brake drum 56 provided rotatably with the wheel 3. The rear wheel 5 is composed of the outer ring 6 and the inner ring 7, but the brake 53 provided in the vicinity of the rear wheel 5 is provided in the vicinity of the inner ring 7. The brake 53 provided in this way is provided as a part of a brake device 52 that is a braking means for generating a braking force on the wheel 3. In the vehicle 1 including the vehicle behavior control device 2 according to the embodiment, the brake 53 is provided as a drum brake, but the brake is controlled by pressing a brake pad against a brake disk that rotates together with the wheels 3. It may be a disc brake that generates power.

  Further, in the vicinity of each wheel 3, an air pressure sensor which is an air pressure detecting means capable of detecting the air pressure of the wheel 3 is provided. The air pressure sensors 32 are provided in all the wheels 3 including the outer ring 6 and the inner ring 7 constituting the rear wheel 5, and the air pressures of the wheels 3 are detected by the respective air pressure sensors 32. The air pressure can be detected.

  Further, the vehicle 1 includes an accelerator pedal 11 that is a driving force operating member that is operated when the driver adjusts the output of the engine 42 in the vicinity of the driver's feet when the driver is seated in the driver's seat of the vehicle 1. And a brake pedal 12 that is a braking operation member that is operated when the driver adjusts the braking force. Among these, in the vicinity of the accelerator pedal 11, an accelerator sensor 43, which is a driving force operation amount detection means capable of detecting the operation amount of the accelerator pedal 11, is provided. A brake sensor 59 is provided in the vicinity of the brake pedal 12 as a braking operation amount detection means capable of detecting the operation amount of the brake pedal 12.

  Further, the transmission 45 is provided with a vehicle speed sensor 33 that is a vehicle speed detection means capable of detecting the vehicle speed by detecting the rotational speed of the output shaft (not shown) of the transmission 45. Further, the vehicle 1 includes a G sensor 34 that is a lateral acceleration detection unit that can detect the acceleration in the width direction of the vehicle 1, and a yaw rate sensor 35 that is a yaw rate detection unit that can detect the yaw rate when the vehicle 1 is traveling. And are provided.

  FIG. 2 is a main part configuration diagram of the vehicle behavior control apparatus shown in FIG. 1. The vehicle behavior control device 2 provided in this way has a behavior control ECU (Electronic Control Unit) 20 capable of controlling the behavior of the vehicle 1 during travel. The behavior control ECU 20 includes a drive device 40 and a behavior control ECU 20. The braking device 50 is connected, and the driving device 40 and the braking device 50 can be controlled by the behavior control ECU 20. Among these, the drive device 40 includes an engine 42 and an engine ECU 41 that can control the engine 42, and the behavior control ECU 20 is connected to the engine ECU 41. The braking device 50 includes a brake device 52 and a brake ECU 51 that can control the brake device 52, and the brake ECU 51 is connected to the behavior control ECU 20. The steering angle sensor 31, the air pressure sensor 32, the vehicle speed sensor 33, the G sensor 34, and the yaw rate sensor 35 are all connected to the behavior control ECU 20.

  The brake device 52 connected to the brake ECU 51 includes a hydraulic pump 57 that is a hydraulic pressure generation source that generates hydraulic pressure to be applied to the wheel cylinder 54, and the hydraulic path from the hydraulic pump 57 to each wheel cylinder 54 includes A plurality of solenoids 58, which are actuators for switching between transmission and interruption of the hydraulic pressure generated by the hydraulic pump 57, are provided. That is, the solenoid 58 can be switched to three modes by combining the operations of a plurality of solenoids 58, a mode for increasing the hydraulic pressure to the wheel cylinder 54, a mode for maintaining the current hydraulic pressure, and the wheel cylinder. The mode can be switched to a mode in which the hydraulic pressure applied to 54 is reduced. The solenoid 58 provided in this way is provided corresponding to each wheel cylinder 54, and can be controlled independently for each solenoid 58 corresponding to the wheel cylinder 54.

  The wheel cylinder 54 operated by hydraulic pressure transmits brake torque to the wheel 3 via the brake drum 56 by applying brake torque via the brake shoe 55 to the brake drum 56 that rotates together with the wheel 3. The wheel 3 is provided so that a braking force can be generated. Thus, the brake torque applied from the wheel cylinder 54 to the wheel 3 can be adjusted by controlling the solenoid 58 to adjust the hydraulic pressure acting on the wheel cylinder 54. In addition, the hydraulic pressures of the plurality of wheel cylinders 54 are provided so as to be independently adjustable by the plurality of solenoids 58 being independently controllable. As a result, the plurality of wheel cylinders 54 are provided so as to be able to independently apply brake torque to each wheel 3 and to generate braking force independently for each wheel 3.

  Further, the hardware configuration of the behavior control ECU 20, the engine ECU 41, and the brake ECU 51 is a known configuration including a processing unit having a CPU (Central Processing Unit) and the like, a storage unit such as a RAM (Random Access Memory), and the like. Description is omitted.

  Among these ECUs, the behavior control ECU 20 is a vehicle speed acquisition unit 21 that is a vehicle speed acquisition unit that acquires the vehicle speed from the detection result of the vehicle speed sensor 33, and the steering angle that acquires the steering angle from the detection result of the steering angle sensor 31. Steering angle acquisition unit 22 that is an acquisition unit, yaw rate acquisition unit 23 that is a yaw rate acquisition unit that acquires a yaw rate from the detection result of the yaw rate sensor 35, and lateral acceleration that acquires lateral G from the detection result of the G sensor 34 As the state of the wheel 3, the G acquisition unit 24 that is an acquisition unit, the air pressure acquisition unit 25 that is the air pressure acquisition unit that acquires the air pressure of the wheel 3 from the detection result of the air pressure sensor 32, and the vehicle 1 is tilted by rolling. Anti-tilt threshold calculation, which is a threshold calculating means for calculating a threshold used to determine whether or not to start anti-tilt control, which is control for suppressing excessive inclination when 26, an anti-tilt determination unit 27 that is an anti-tilt determination unit that determines whether to start anti-tilt control, and an anti-tilt control unit 28 that is an anti-tilt control unit that performs anti-tilt control. ing.

  The vehicle behavior control device 2 according to this embodiment is configured as described above, and the operation thereof will be described below. When the vehicle 1 travels, it travels by operating the engine 42 and transmitting the power of the engine 42 to the rear wheels 5 as drive wheels. Specifically, during operation of the engine 42, the rotation of a crankshaft (not shown) of the engine 42 is transmitted to the transmission 45, and the gear shift is performed manually by the driver or automatically according to the traveling state of the vehicle 1. The gear 45 is shifted at a gear ratio suitable for the traveling state of the vehicle 1. The rotation changed by the transmission 45 is transmitted to the rear wheel 5 through the propeller shaft 46, the differential gear 47, and the drive shaft 48. Thereby, the rear wheel 5 which is a drive wheel rotates and the vehicle 1 drive | works. At that time, the outer ring 6 and the inner ring 7 constituting the rear wheel 5 rotate together.

  Further, the vehicle speed of the vehicle 1 traveling by transmitting the rotation of the engine 42 to the rear wheel 5 is adjusted by the driver operating the accelerator pedal 11 with his / her foot and adjusting the rotation speed and output of the engine 42. To do. When the accelerator pedal 11 is operated, the operation amount is detected by the accelerator sensor 43 as a driving force operation amount, and the detection result is transmitted to the engine ECU 41. The engine ECU 41 calculates a target driving force based on the detection result of the accelerator sensor 43, and operates the engine 42 based on the calculated target driving force. Specifically, the opening of a throttle valve (not shown) provided in the intake passage of the engine 42 is adjusted, the injection amount of fuel burned in the combustion chamber (not shown) is adjusted, or an ignition plug (not shown) ) Ignition timing. As a result, the engine ECU 41 causes the engine 42 to generate an output that can generate the target driving force with the driving wheels when the output of the engine 42 is transmitted to the driving force via the transmission 45 or the like. The engine 42 is operated. Accordingly, the vehicle 1 performs acceleration / deceleration according to the operation amount of the accelerator pedal 11.

  When the driver operates the brake pedal 12, the operation amount is detected by the brake sensor 59 as a braking operation amount, and the detection result is transmitted to the brake ECU 51. The brake ECU 51 calculates a target braking force based on the detection result of the brake sensor 59, and operates the brake device 52 based on the calculated target braking force. That is, the brake ECU 51 adjusts the hydraulic pressure acting on the wheel cylinder 54 by operating the hydraulic pump 57 included in the brake device 52 or operating the solenoid 58. As a result, the wheel cylinder 54 is operated to transmit the brake torque to the wheel 3 via the brake shoe 55 and the brake drum 56, thereby generating the target braking force on the wheel 3. Thus, the brake device 52 is operated by the brake ECU 51 and the braking force according to the operation amount of the brake pedal 12 is generated on the wheel 3, so that the vehicle 1 is decelerated according to the operation amount of the brake pedal 12.

  As described above, the vehicle speed adjusted by operating the accelerator pedal 11 and the brake pedal 12 is detected by the vehicle speed sensor 33 provided in the transmission 45. The vehicle speed detected by the vehicle speed sensor 33 is transmitted to the vehicle speed acquisition unit 21 included in the behavior control ECU 20 and is acquired by the vehicle speed acquisition unit 21.

  Further, when the traveling direction of the vehicle 1 is changed, for example, when the vehicle 1 is turned, the steering wheel 10 is rotated with the steering shaft 16 as a rotation axis, and the steering wheel is operated. When the steering shaft 16 is rotated by rotating the handle 10, the rotation is transmitted to the EPS device 15. The EPS device 15 operates in accordance with the rotation of the steering shaft 16 and outputs a pressing force or a tensile force to the tie rod 17. The force applied from the EPS device 15 to the tie rod 17 is transmitted to the knuckle arm 18, and the knuckle arm 18 is rotated by this force. As a result, the front wheel 4 also rotates, so that the rotation direction of the front wheel 4 is different from the front-rear direction of the vehicle 1, and the vehicle 1 turns and changes its traveling direction.

  As described above, the vehicle 1 turns by operating the steering wheel 10, but the steering angle that changes by operating the steering wheel 10 is detected by the steering angle sensor 31 provided in the EPS device 15. The steering angle detected by the steering angle sensor 31 is transmitted to the steering angle acquisition unit 22 of the behavior control ECU 20 and acquired by the steering angle acquisition unit 22.

  When the vehicle 1 turns, a yaw moment that is a rotational force around the vertical axis of the vehicle 1 is generated in the vehicle 1. Thus, when a yaw moment is generated in the vehicle 1, the yaw rate sensor 35 detects a yaw rate that is a yaw angular velocity when the yaw moment is generated and the vehicle 1 rotates around the vertical axis. The yaw rate detected by the yaw rate sensor 35 is transmitted to the yaw rate acquisition unit 23 of the behavior control ECU 20 and acquired by the yaw rate acquisition unit 23.

  In addition, when the vehicle 1 turns, a centrifugal force is generated in the vehicle 1, and therefore, a lateral G, which is an acceleration in the width direction of the vehicle 1, that is, a lateral acceleration, is generated by the centrifugal force. The lateral G generated during the turning of the vehicle 1 is detected by the G sensor 34, and the detection result is acquired by the G acquisition unit 24 of the behavior control ECU 20.

  Furthermore, air pressure sensors 32 are provided in the vicinity of each wheel 3, but the air pressure sensor 32 continues to detect the air pressure of the wheels 3 while the vehicle 1 is traveling. The air pressure detected by the air pressure sensor 32 is transmitted to the air pressure acquisition unit 25 of the behavior control ECU 20 and acquired by the air pressure acquisition unit 25. At that time, the air pressure acquisition unit 25 acquires the air pressure of each wheel 3. Note that the air pressure acquired by the air pressure acquisition unit 25 is not only the pressure when air is injected into the wheel, that is, the pressure of air when the air is injected, for example, when nitrogen is injected. Refers to the pressure of the gas being injected into the wheel, such as obtaining nitrogen pressure.

  The vehicle speed detected by the vehicle speed acquisition unit 21, the steering angle acquired by the steering angle acquisition unit 22, the yaw rate acquired by the yaw rate acquisition unit 23, and the lateral G acquired by the G acquisition unit 24 are those of the vehicle 1 when performing anti-tilt control. Used as travel state information. For this reason, the vehicle speed acquisition part 21, the steering angle acquisition part 22, the yaw rate acquisition part 23, and the G acquisition part 24 which acquire these are provided as a traveling state information acquisition means. Further, the air pressure of the wheel 3 acquired by the air pressure acquisition unit 25 is used for calculation of a change in threshold when determining whether to start tilt-proof control.

  That is, the travel state information such as the lateral G acquired by the G acquisition unit 24 is transmitted to the anti-tilt threshold value calculating unit 26 included in the behavior control ECU 20, and the anti-tilt threshold value calculating unit 26 based on the transmitted travel state information. Then, a threshold value used for determining whether or not to perform anti-tilt control, that is, a threshold value for starting anti-tilt control is calculated. The threshold value for starting the anti-tilt control is a traveling state in which it is possible to determine whether or not the vehicle 1 may be excessively tilted by the roll, among the traveling state quantities that are the state quantities when the vehicle 1 is traveling. Calculated as a quantity threshold. That is, the threshold value calculated by the anti-tilt threshold value calculation unit 26 is a threshold value for the running state amount when determining whether to start anti-tilt control based on the running state amount. For this reason, for example, when the roll angle of the vehicle body is used as the running state quantity, the threshold value for starting the tilt resistance control is calculated as the roll angle threshold value.

  As described above, the threshold value for starting the anti-tilt control calculated based on the driving state information transmitted from the G acquisition unit 24 or the like is a threshold value calculated from the driving state when the vehicle 1 is in the normal state. It is a normal threshold.

  When the normal threshold value is calculated by the anti-tilt threshold calculation unit 26, the running state of the vehicle 1 and the threshold value for starting anti-tilt control, which are preset and stored in the storage unit (not shown) of the behavior control ECU 20, It is calculated from the driving state information of the vehicle 1 using a map showing the relationship. The threshold value for starting the anti-tilt control calculated from this map and the running state information is the normal threshold value for starting the anti-tilt control. Note that the normal threshold value may be calculated from the running state information using a function that calculates a threshold value for starting anti-tilt control, instead of calculating from the map.

  FIG. 3 is an explanatory diagram showing the relationship between the air pressure of the wheel and the threshold value change. A threshold change, which is a change when changing the threshold value for starting anti-tilt control, is calculated based on the air pressure of the wheel 3 acquired by the air pressure acquisition unit 25 with respect to the normal threshold calculated from the running state information. As shown in FIG. 3, when the air pressure of the wheel 3 is lower than the specified pressure, the threshold change increases as the air pressure decreases until the predetermined value is reached. In addition, the threshold value change is larger when the outer ring air pressure Po, which is the air pressure of the outer ring 6, is lower than when the inner ring air pressure Pi, which is the air pressure of the inner ring 7 constituting the rear wheel 5, is lower. The relationship between the air pressure of the wheel 3 and the threshold change amount is preset in the state of the map and stored in the storage unit (not shown) of the behavior control ECU 20. This is calculated from the air pressure of the wheel 3 acquired by the acquisition unit 25.

  The anti-tilt threshold value calculation unit 26 thus calculates the threshold value change based on the air pressure of the wheel 3, and based on the outer ring 6 and the inner ring 7 of the rear wheel 5, based on a set of the outer ring 6 and the inner ring 7. The calculated threshold change is added to both threshold changes. For this reason, when the air pressures of both the outer ring 6 and the inner ring 7 of the pair are both lower than the specified pressure, the calculation is performed by adding the threshold value changes calculated based on both air pressures. The threshold change is increased. The anti-tilt threshold calculation unit 26 that has calculated the threshold change calculates a start threshold for anti-tilt control by subtracting this threshold change from the normal threshold, and sets the start threshold for anti-tilt control as the air pressure of the wheel 3. Change according to the state.

  That is, the anti-tilt threshold value calculation unit 26 changes the normal time threshold value calculated from the traveling state information according to the air pressure of the wheel 3 acquired by the air pressure acquisition unit 25. Also, the threshold value change when changing the normal time threshold value is different between when the air pressure of the outer ring 6 is changed and when the air pressure of the inner ring 7 is changed, and when the air pressure of the outer ring 6 is changed, when the air pressure of the inner ring 7 is changed. The threshold change is made larger than

  The anti-tilt control starts when the running state amount of the vehicle 1 is larger than the start threshold of the anti-tilt control calculated in this way. This running state quantity is estimated from the running state information acquired by the G acquisition unit 24 and the like.

  Here, the start threshold value of the anti-tilt control changes the normal threshold value by the threshold value change calculated based on the air pressure of the wheel 3, but the threshold change value is greater than when the inner ring air pressure Pi is lower than the specified pressure. However, it is larger when the outer ring air pressure Po is lower than the specified pressure. For this reason, the start threshold value of the tilt resistance control calculated by subtracting the threshold value change from the normal time threshold value is greater than the air pressure of the outer ring 6 than when the air pressure of the inner ring 7 constituting the rear wheel 5 is lower than the specified pressure. When the pressure becomes lower than the specified pressure, it becomes smaller. Further, the threshold value change amount is either the case where the air pressure of the outer ring 6 becomes lower than the specified pressure or the case where the air pressure of the inner ring 7 becomes lower than the specified pressure until the threshold value change value reaches a predetermined value. In FIG. 5, the threshold change increases as the air pressure decreases. In other words, an upper limit value is set for the threshold change amount, and the threshold change amount increases within the range of the upper limit value as the air pressure of the wheel 3 decreases. The upper limit value for the outer ring air pressure Po is larger than the upper limit value for the threshold value change for the inner ring air pressure Pi.

  Since the anti-tilt control starts when the running state amount is larger than the start threshold of the anti-tilt control, the anti-tilt control is easily started when the start threshold of the anti-tilt control becomes small. That is, the anti-tilt control is more easily started when the outer ring 6 has a lower air pressure than when the inner ring 7 has a lower air pressure. For this reason, when the roll angle is used as the running state quantity, the tilt resistance control is performed with a smaller roll angle when the air pressure of the outer ring 6 is lower than when the air pressure of the inner ring 7 is lower. Even when the air pressure of any of the wheels 3 is lower than the specified pressure, the tilt resistance control is started with a smaller roll angle as the air pressure becomes lower.

  When performing anti-tilt control, for example, a control signal is transmitted to the brake ECU 51 to control the brake device 52, thereby generating a braking force on the front wheel 4 on the side where the vehicle body is rolling in the width direction of the vehicle 1. Alternatively, the braking force of the front wheel 4 is increased. As a result, a yaw moment in the direction opposite to the currently generated yaw moment is generated in the vehicle 1 that is turning, so that the currently generated yaw moment is reduced, and accordingly, the roll angle that is the running state amount is reduced. Becomes smaller. Thereby, the vehicle 1 becomes difficult to tilt, and the tilt of the vehicle 1 is suppressed from becoming excessively large.

  FIG. 4 is a flowchart illustrating a processing procedure of the vehicle behavior control apparatus according to the embodiment. Next, a control method of the vehicle behavior control device 2 according to the embodiment, that is, a processing procedure of the vehicle behavior control device 2 will be described. Specifically, a processing procedure when the anti-tilt control is performed by the vehicle behavior control device 2 according to the embodiment will be described. The following processing is called and executed every predetermined period when each unit is controlled during operation of the vehicle 1. In the processing procedure of the vehicle behavior control apparatus 2 according to the embodiment, first, traveling state information is acquired (step ST101). This traveling state information acquires traveling state information related to the occurrence of a roll among various traveling state information during traveling of the vehicle 1. As this traveling state information, for example, the vehicle speed acquisition unit 21 of the behavior control ECU 20 acquires the vehicle speed, the steering angle acquisition unit 22 acquires the steering angle, the yaw rate acquisition unit 23 acquires the yaw rate, and the G acquisition unit 24 The horizontal G is acquired.

  Next, the air pressure of the wheel 3 is acquired (step ST102). This acquisition is performed by the air pressure acquisition unit 25 included in the behavior control ECU 20. The air pressure acquisition unit 25 is provided in the vicinity of each wheel 3 and acquires the air pressure of each wheel 3 by acquiring the detection result of the air pressure sensor 32 that can detect the air pressure of the wheel 3.

  Next, a normal threshold value for starting the anti-tilt control is calculated (step ST103). This calculation is performed by an inclination-resistant threshold value calculation unit 26 included in the behavior control ECU 20. When the normal threshold value is calculated by the anti-tilt threshold calculation unit, the running state information of the vehicle 1 such as the lateral G acquired by the G acquisition unit 24 and the anti-tilt control stored in the storage unit of the behavior control ECU 20 in advance. It is calculated based on the start threshold map. As described above, the threshold value calculated by the anti-tilt threshold value calculating unit 26 is a threshold value of the running state amount used for determination by the anti-tilt resistance determining unit 27 described later. In this case, the anti-tilt threshold value calculation unit 26 calculates a roll angle threshold value.

  Next, the threshold value change for anti-tilt control is calculated (step ST104). This calculation is performed by the anti-tilt threshold calculation unit 26 as in the case of calculating the normal threshold. The anti-tilt threshold calculation unit 26 calculates based on the air pressure acquired by the air pressure acquisition unit 25 and the map for the change in threshold of anti-tilt control stored in the storage unit of the behavior control ECU 20 in advance. In this case, the threshold value change map for the tilt resistance control is larger when the air pressure of the outer ring 6 of the rear wheel 5 is lower than when the air pressure of the inner wheel 7 of the rear wheel 5 is lower. Is set to For this reason, the anti-tilt threshold value calculation unit 26 sets the threshold value change amount so that the value is larger when the air pressure of the outer ring 6 is lower than the specified pressure than when the air pressure of the inner ring 7 is lower than the specified pressure. calculate.

  In addition, the threshold change for the tilt resistance control is calculated by adding the threshold change calculated based on the outer ring air pressure Po and the threshold change calculated based on the inner ring air pressure Pi. That is, the threshold value change due to the air pressure of the rear wheel 5 = {(threshold value change for the outer ring 6 minutes) + (threshold change value for the inner wheel 7 minutes)} is calculated.

  Next, a start threshold value for anti-tilt control is calculated (step ST105). This calculation is performed by the anti-tilt threshold calculation unit 26. The anti-tilt threshold calculation unit 26 calculates the start threshold of anti-tilt control by subtracting the threshold change calculated based on the air pressure of the wheel 3 from the normal threshold calculated based on the running state information. That is, when the normal threshold value calculated based on the running state information is changed according to the air pressure acquired by the air pressure acquisition unit 25, the anti-tilt threshold value calculation unit 26 starts the anti-tilt control threshold = (normal time). (Threshold value−threshold change amount) is calculated and the threshold change amount is subtracted from the normal time threshold value to reduce the start threshold value of the anti-tilt control.

  Further, the threshold value change used for this calculation is calculated so that the value when the air pressure of the outer ring 6 is lower than the specified pressure is larger than the value when the air pressure of the inner ring 7 is reduced to the same extent as the specified pressure. Therefore, the start threshold value of the anti-tilt control calculated by subtracting the threshold value change from the normal time threshold value when the air pressure of the outer ring 6 is lower than when the air pressure of the inner ring 7 is reduced to the same extent. The value becomes smaller.

  Next, it is determined whether or not (running state quantity> start threshold value for anti-tilt control) (step ST106). This determination is performed by the tilt resistance determination unit 27 included in the behavior control ECU 20. When this determination is made by the anti-tilt determination unit 27, first, the travel state amount is estimated from the travel state information acquired by the G acquisition unit 24 and the like, and for example, the current roll angle is set as the current travel state amount. presume. The anti-tilt determination unit 27 determines whether the estimated roll angle is larger than the start threshold of anti-tilt control calculated by the anti-tilt threshold calculation unit 26. If it is determined by this determination that the roll angle is not larger than the start threshold value of the anti-tilt control, that is, if it is determined that (running state amount ≦ start threshold value of the tilt control), then from this processing procedure Get out.

  If it is determined by the determination (step ST106) in the anti-tilt determination unit 27 that (running state amount> start threshold for anti-tilt control), anti-tilt control is started (step ST107). This anti-tilt control is performed by the anti-tilt control unit 28 of the behavior control ECU 20. When the anti-tilt control unit 28 performs anti-tilt control, a control signal is transmitted to the brake ECU 51 to control the brake device 52, and different braking forces are generated at the left and right wheels 3 of the vehicle 1. By reducing the yaw moment, control is performed to reduce the roll angle, which is the running state quantity. Thereby, the excessive inclination of the vehicle 1 is suppressed.

  The start threshold value of the anti-tilt control used for the determination by the anti-tilt determination unit 27 is greater when the air pressure of the outer ring 6 is lower than the specified pressure than when the air pressure of the inner ring 7 is reduced to the same extent as the specified pressure. Is calculated by the anti-tilt threshold calculation unit 26 so as to decrease. For this reason, when the air pressure of the outer ring 6 is reduced, it is easier to determine that (running state amount> start threshold value for anti-tilt control) than when the air pressure of the inner ring 7 is reduced to the same extent. In addition, when the air pressure of the outer ring 6 is reduced, the tilt resistance control is more easily started than when the air pressure of the inner ring 7 is reduced to the same extent.

  In the vehicle behavior control device 2 described above, the anti-tilt control performed by the anti-tilt control unit 28 differs between when the air pressure of the inner ring 7 acquired by the air pressure acquiring unit 25 changes and when the air pressure of the outer ring 6 changes. Thereby, when control which suppresses an excessive inclination with the vehicle 1 provided with a double tire is performed, control can be varied according to the state of the outer ring 6 and the state of the inner ring 7. As a result, the inclination of the vehicle 1 can be more appropriately suppressed. In addition, by appropriately suppressing the inclination of the vehicle 1 as described above, the traveling stability of the vehicle 1 can be more reliably ensured.

  In addition, a threshold value for determining whether or not to start anti-tilt control is calculated by the anti-tilt threshold value calculating unit 26, and the calculated threshold values are the air pressure of the outer ring 6 and the air pressure of the inner ring 7 acquired by the air pressure acquiring unit 25. And it is changed according to. In addition, the anti-tilt control unit 28 starts the anti-tilt control when the state quantity of the vehicle 1 when traveling is larger than this threshold value. Thereby, when performing the control which suppresses an excessive inclination with the vehicle 1 provided with a double tire, control can be varied more reliably according to the state of the outer ring 6 and the state of the inner ring 7. As a result, the inclination of the vehicle 1 can be more appropriately suppressed.

  Further, the anti-tilt threshold calculation unit 26 determines the threshold for determining whether or not to start anti-tilt control from the running state information such as the lateral G acquired by the G acquisition unit 24 when the vehicle 1 is traveling. It is calculated as a state quantity threshold. Thereby, the threshold value at the time of determining whether to start the anti-tilt control can be more reliably calculated as the threshold value of the state quantity when the vehicle 1 travels. Tilt resistance control performed according to the state quantity can be performed more appropriately. As a result, the inclination of the vehicle 1 can be more appropriately suppressed.

  Further, the anti-tilt threshold calculation unit 26 is a threshold for determining whether to start anti-tilt control, and is a threshold that is calculated from the running state when the vehicle 1 is in a normal state. The time threshold value is calculated from the traveling state information such as the lateral G acquired by the G acquisition unit 24, and the threshold change calculated according to the air pressure of the wheel 3 acquired by the air pressure acquisition unit 25 is subtracted from the calculated normal time threshold value. Thus, the threshold value for starting the anti-tilt control is changed. Further, the amount of change in the threshold value used when changing the threshold value for starting the anti-tilt control is made different between when the air pressure of the inner ring 7 changes and when the air pressure of the outer ring 6 changes. Thereby, since the threshold value for starting the anti-tilt control can be made different when the state of the outer ring 6 changes and when the state of the inner ring 7 changes, control for suppressing excessive inclination in the vehicle 1 having double tires is performed. When performing, the control start timing can be made different between the state of the outer ring 6 and the state of the inner ring 7. As a result, the inclination of the vehicle 1 can be more appropriately suppressed.

  In addition, the inclination of the vehicle 1 differs depending on the relationship between the height of the center of gravity of the vehicle 1 and the tread. However, when only the state of the inner ring 7 changes, the influence of the change is compensated by the outer ring 6. On the other hand, when only the state of the outer ring 6 is changed, there is an effect similar to that of changing the tread. That is, the inclination of the vehicle 1 is more likely to occur as the center of gravity of the vehicle 1 becomes higher, and more likely to occur as the tread becomes narrower. However, when only the state of the inner ring 7 changes, the inclination of the vehicle 1 acts on the wheel 3. Since the load to be received can be received by the outer ring 6 located outside the inner ring 7, the influence on the inclination of the vehicle 1 is suppressed. On the other hand, when only the state of the outer ring 6 changes, the load that can be received by the outer ring 6 is reduced, or the load that can be received by the outer ring 6 cannot be received. Only the inner ring 7 is provided. For this reason, there is an effect similar to the narrowing of the tread, and an excessive inclination of the vehicle 1 tends to occur. Accordingly, when the air pressure of the outer ring 6 changes, it is possible to start the anti-tilt control by increasing the threshold value change amount than when the air pressure of the inner ring 7 changes. Therefore, more appropriately according to the state of the wheel 3 Anti-tilt control can be started. As a result, the inclination of the vehicle 1 can be more appropriately suppressed, and the running stability of the vehicle 1 can be ensured.

  In addition, when the air pressure of the outer ring 6 changes in this way, the threshold change control can be started by making the threshold change larger than when the air pressure of the inner ring 7 changes, so even if the outer ring 6 punctures, Generation | occurrence | production of the excessive inclination of the vehicle 1 can be suppressed reliably. As a result, the running stability of the vehicle 1 can be ensured more reliably.

  Further, when the state of the wheel 3 changes, the inclination of the vehicle 1 tends to occur. However, the threshold value for starting the anti-tilt control is reduced by subtracting the threshold value change from the normal time threshold value. Therefore, when the state of the wheel 3 changes from the normal time, it is possible to easily perform the control for suppressing the inclination. As a result, the inclination of the vehicle 1 can be more appropriately suppressed.

  In addition, since the air pressure of the wheel 3 is used as the state of the wheel 3 used when calculating the threshold value change, tilt resistance control can be performed according to the ease of tilting of the vehicle 1. That is, the excessive inclination of the vehicle 1 occurs when the roll angle becomes large, but when the air pressure of the wheel 3 becomes low, the roll angle tends to become large. For this reason, by calculating the threshold value change based on the air pressure of the wheel 3 and changing the threshold value for starting the anti-tilt control, the anti-tilt control can be performed according to the ease of tilting of the vehicle 1. As a result, the inclination of the vehicle 1 can be more appropriately suppressed.

  In the vehicle behavior control apparatus 2 according to the embodiment, the anti-tilt control is performed by generating different braking forces on the left and right wheels 3. However, the anti-tilt control is performed by calculating the braking force difference between the left and right wheels 3. You may carry out by other than generating. For example, the driver may be urged to reduce the steering angle by applying torque in the direction of decreasing the steering angle from the EPS device 15 to the steering wheel 10. Further, when the front wheel 4 is provided so that the direction of the front wheel 4 can be different from the steering angle, the direction of the front wheel 4 is changed to a direction in which the currently generated yaw moment is reduced. Thus, the running state quantity may be reduced.

  Further, in the vehicle behavior control apparatus 2 according to the embodiment, the air pressure of the wheel 3 is used as the state of the wheel 3 when calculating the change in the threshold value for starting the anti-tilt control, but the change in the threshold value is calculated. The state of the wheel 3 used at the time may be other than the air pressure of the wheel 3. If the state of the wheel 3 used when calculating the threshold value change is a state of the wheel 3 that affects the inclination of the vehicle 1, such as using a friction coefficient between the wheel 3 and the road surface, for example, Other than air pressure may be used.

  Further, in the vehicle 1 including the vehicle behavior control device 2 according to the embodiment, the rotation axis of the rear wheel 5 is one axis, but the double axis is provided by providing the rotation axis of the rear wheel 5 as two axes. May be provided in the vehicle 1 in two rows. Regardless of the position and number of the wheels 3, when the wheels 3 are double tires, the anti-tilt control is started when the air pressure of the outer ring 6 is lower than when the air pressure of the inner ring 7 is lower. By increasing the amount of change when changing the threshold value, tilt resistance control can be started at an early stage when the vehicle 1 is rolling. Thereby, the inclination of the vehicle 1 can be suppressed more appropriately, and the running stability of the vehicle 1 can be ensured.

  As described above, the vehicle behavior control device according to the present invention is useful when performing behavior control of a vehicle having wheels that are double tires, and particularly suitable for suppressing excessive inclination of the vehicle 1. ing.

Claims (6)

Wheel state acquisition means for acquiring the state of the wheel of the vehicle;
When the state of the inner ring, which is the wheel located inside in the width direction of the vehicle, acquired by the wheel state acquisition means, and when the state of the outer ring, which is the wheel located outside in the width direction of the vehicle, changes. And an anti-tilt control means for making the anti-tilt control different from the control of the inclination of the vehicle,
A vehicle behavior control device comprising: Furthermore, the threshold value for determining whether to start the anti-tilt control is calculated, and the calculated threshold value is changed according to the state of the wheel acquired by the wheel state acquisition unit, and A threshold calculating means for making a change in changing the threshold different between the change of the state of the inner ring and the change of the state of the outer ring;
2. The vehicle behavior control device according to claim 1, wherein the tilt resistance control unit starts the tilt resistance control when a state quantity during travel of the vehicle is larger than the threshold value. Furthermore, the vehicle further comprises travel state information acquisition means for acquiring travel state information that is information on the travel state of the vehicle,
The threshold value calculation means uses the threshold value when determining whether or not to start the anti-tilt control as a threshold value of a state quantity during driving of the vehicle, based on the driving condition information acquired by the driving condition information means. The vehicle behavior control device according to claim 2 to calculate.   The vehicle behavior control device according to claim 2, wherein the threshold value calculation means increases the change amount of the threshold value when the state of the outer wheel changes, compared to when the state of the inner wheel changes.   The threshold value calculation means, when changing the threshold value calculated from the driving state information according to the state of the wheel acquired by the wheel state acquisition means, from the threshold value calculated from the driving state information, The vehicle behavior control device according to claim 3, wherein the threshold value is reduced by subtracting a change amount when the threshold value is changed.   The vehicle behavior control device according to claim 1, wherein the wheel state acquisition unit acquires the air pressure of the wheel as the state of the wheel.

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