JP5491167B2 - Vehicle speed control device - Google Patents

Description

  The present invention relates to a vehicle speed control device that adjusts a vehicle speed (vehicle speed) based on an instruction vehicle speed required by a driver.

  Conventionally, the target wheel speed of each wheel of the vehicle is determined based on the indicated vehicle speed required by the driver, and the axial torque of each wheel is adjusted so that the actual wheel speed of each wheel approaches the corresponding target wheel speed. A speed control device is widely known (see, for example, Patent Document 1).

JP 2009-126306 A

  By the way, in the slip of the wheel, there are a front-rear slip that is a slip in the rolling direction of the wheel and a lateral slip that is a slip in the lateral direction with respect to the wheel. Assuming that the steering angles of the left and right steering wheels are adjusted in accordance with the theoretical characteristics of Ackermann geometry, the steering angle of the turning inner wheel (inner wheel steering angle) is the steering angle of the outer turning wheel (outer wheel steering angle). Bigger than. Then, on the condition that the turning center is on the extension line of the rear wheel shaft, the lateral slip of each wheel can be made zero in the vehicle turning state (in an extremely low speed range where the centrifugal force can be ignored).

  In practice, it is very difficult to design a steering device in which the steering angles of the left and right steering wheels are adjusted according to the theoretical characteristics of Ackermann geometry. In an actual steering device, the steering angles of the left and right steering wheels are adjusted so that the inner wheel steering angle is larger than the outer wheel steering angle according to the characteristics of the steering geometry close to the Ackermann geometry. Thereby, the side slip of each wheel can be suppressed in the vehicle turning state.

  By the way, in a vehicle turning state, a difference occurs in a movement locus (movement distance) between wheels. In order to suppress the front-rear slip of each wheel due to the presence of this movement trajectory difference, it is necessary to provide a difference in wheel speed between the wheels. Therefore, in the above-described speed control device, for example, when the target wheel speed of each wheel is set to an equal value, unnecessary front and rear slips are generated in each wheel due to the movement trajectory difference between the wheels. Such unnecessary front and rear slip can be suppressed by appropriately setting the target wheel speed of each wheel.

  This invention is made | formed based on the above-mentioned knowledge. An object of the present invention is to provide a vehicle speed control device that can suppress the occurrence of unnecessary front and rear slip of each wheel in a vehicle turning state by appropriately setting the target wheel speed of each wheel.

  A vehicle speed control device according to the present invention includes a steering device (STR), a steering angle acquisition means (SAA), an indicated vehicle speed setting means (VXT), a target wheel speed determination means (VWT), and an actual wheel speed acquisition. Means (VWA), torque applying means (TQW), and control means (CTL).

  The steering device (STR) steers the left and right steering wheels (WH [fm], WH [fh]) according to the operation of the steering operation member (SW) of the vehicle operated by the driver, When the steering operation member (SW) is operated from a neutral position corresponding to straight traveling of the vehicle, the turning inner wheel (WH [fi]) among the left and right steering wheels (WH [fm], WH [fh]) The inner and outer wheel steering angles (δ [fi]) are larger than the outer wheel steering angle (δ [fo]) which is the steering angle of the turning outer wheel (WH [fo]). δ [fi], δ [fo]) are adjusted. That is, in this steering device, the steering angles of the left and right steering wheels are adjusted according to the characteristics of the steering geometry close to the Ackermann geometry. Accordingly, the side slip of each wheel can be suppressed in the vehicle turning state.

  The steering angle acquisition means (SAA) acquires a steering angle (Saa) that is a value (for example, δfg) between the inner wheel steering angle (δ [fi]) and the outer wheel steering angle (δ [fo]). To do. The steering angle (Saa) is an average value (δfg = (δ [fi] + δ [fo]) / 2) of the inner wheel steering angle (δ [fi]) and the outer wheel steering angle (δ [fo]). Is preferred. The command vehicle speed setting means (VXT) sets a command vehicle speed (Vxt) which is a vehicle speed commanded (requested) by the driver of the vehicle.

  The target wheel speed determining means (VWT) is configured to determine a target wheel speed (Vwt [**] of each wheel of the vehicle based on the indicated vehicle speed (Vxt), the steering angle (Saa), and the steering geometry of the vehicle. ]). Here, the steering geometry of the vehicle is a geometric relationship between the steering angle (Saa) and the turning center (point O) of the vehicle.

  The actual wheel speed acquisition means (VWA) acquires the actual wheel speed (Vwa [**]) of each wheel. The torque applying means (TQW) applies the axial torque (Tqw) of each wheel. The torque applying means (TQW) is preferably configured to apply the braking torque (Pwt [**], Pwa [**]) of each wheel as the axial torque (Tqw) of each wheel. is there. The control means (CTL) controls the torque application means (TQW) so that the actual wheel speed (Vwa [**]) approaches the target wheel speed (Vwt [**]).

  According to the above configuration, the target wheel speed of each wheel is determined based on the steering angle and the steering geometry as well as the indicated vehicle speed. Therefore, the target wheel speed of each wheel can be determined individually so that the wheel speed difference between the wheels due to the above-described difference in the movement trajectory between the wheels can be ensured. In other words, the function of the differential gear can be achieved. In other words, unnecessary front / rear slip caused by the difference in the movement trajectory between the wheels can be compensated, and generation of unnecessary front / rear slips of each wheel can be suppressed in a vehicle turning state.

  By the way, the vehicle speed when the vehicle travels by the creep phenomenon when the acceleration operation member is not operated by the driver is defined as “creep speed”. When the vehicle speed is adjusted to be higher than the creep speed, the vehicle speed can be adjusted by adjusting the output of the (one) power source of the vehicle without applying braking torque. Therefore, in a vehicle equipped with a differential gear, an appropriate wheel speed difference between the left and right wheels due to the movement trajectory difference between the left and right wheels can be ensured only by the function of the differential gear. In the meantime, unnecessary front and rear slips can be compensated.

  On the other hand, when the vehicle speed is adjusted to be lower than the creep speed, braking torque needs to be applied to each wheel. Here, for example, a case is assumed where the same magnitude of braking torque is applied to the left and right wheels. In this case, even in a vehicle equipped with a differential gear, the function of the differential gear is limited, and an appropriate wheel speed difference between the left and right wheels due to the difference in the movement trajectory between the left and right wheels is ensured. Cannot be done. As a result, unnecessary front and rear slips cannot be compensated between the left and right wheels.

  According to the above configuration, even when the vehicle speed is adjusted to be lower than the creep speed, the target wheel speed of each wheel is appropriately set, and the wheels between the wheels due to the above-described movement trajectory difference between the wheels. The braking torque of each wheel can be adjusted individually so that a speed difference can be ensured. As described above, in the speed control device according to the present invention, particularly when the vehicle speed is adjusted to be lower than the creep speed, that is, when the function of the differential gear is limited by the application of the braking torque, the unnecessary front / rear slip The special action and effect that can be compensated.

  In the speed control device according to the present invention, specifically, the target wheel speed determining means (VWT) determines the target wheel speed (Vwt [* i]) of the turning inner wheel of the vehicle as the indicated vehicle speed (Vxt). While setting to a smaller value, it may be configured to determine the target wheel vehicle speed (Vwt [* o]) of the turning outer wheel of the vehicle to a value larger than the indicated vehicle speed (Vxt).

  According to this, unnecessary front / rear slip caused by the movement trajectory difference between the wheels can be easily compensated, and the indicated vehicle speed is set to a value between the target wheel speed of the turning inner wheel and the target wheel speed of the turning outer wheel. Therefore, the vehicle speed can be easily maintained at the indicated vehicle speed.

  Specifically, the target wheel speed determination means (VWT) is a value obtained by dividing the wheel base (L) of the vehicle by the tangent (tangent) of the steering angle (Saa) (Rov = L / tan (Saa). )) May be configured to determine the target wheel speed (Vwt [**]).

  More specifically, the target wheel speed determining means (VWT) determines the turning center (point O, point P) of the vehicle based on the steering angle (Saa) and the steering geometry of the vehicle. The target angular velocity (ωot, ωpt) (in the vehicle turning direction) is calculated based on the turning center (point O, point P) and the indicated vehicle speed (Vxt), and based on the target angular velocity (ωot, ωpt). And configured to determine the target wheel speed (Vwt [**]).

  More specifically, the target angular velocity (ωot, ωpt) is the distance (Rov, Rpv) between the indicated vehicle speed (Vxt) and the turning center (point O, point P) and the reference position (Cvh) of the vehicle. It is calculated by dividing by. The target wheel speed (Vwt [**]) of each wheel is the distance (Row [**], Rpw [*] between the turning center (point O, point P) and the wheel position (Cw [**]). *]) Is multiplied by the target angular velocity (ωot, ωpt).

  According to this, it is assumed that each wheel rolls around a common point called the turning center, and the target wheel speed of each wheel is set so that the vehicle can smoothly turn around the turning center at the target angular velocity. Calculated. Therefore, the target wheel speed of each wheel can be reliably determined to an appropriate value for compensating for an unnecessary front / rear slip caused by a difference in movement trajectory between the wheels.

  Specifically, the turning center (point O, point P) can be determined as follows. When the vehicle speed calculated based on at least one of the indicated vehicle speed (Vxt) and the actual wheel speed (Vwa [**]) is less than or equal to a predetermined value (vz1), the turning center (point O ) Is on the extension line of the rear wheel shaft of the vehicle and from the reference position (Cvh) on the rear wheel shaft in the vehicle, “the wheel base (L) of the vehicle is divided by the tangent of the steering angle (Saa)”. The turning radius (Rov) obtained in this way can be determined as a point separated inward in the turning direction. According to this, in an extremely low speed region where the centrifugal force can be ignored (for example, Vxb ≦ vz1), the turning center is determined on the extension line of the rear wheel shaft, so that the vehicle does not cause a lateral slip on each wheel. Can turn.

  When the vehicle speed calculated based on at least one of the indicated vehicle speed (Vxt) and the actual wheel speed (Vwa [**]) is greater than a predetermined value (vz1), the turning center ( A point P) may be determined at a position on the front side of the vehicle with respect to an extension line of the rear wheel shaft of the vehicle. According to this, as the vehicle speed increases (for example, Vxb> vz1), the turning center is adjusted so that a lateral slip angle is generated in each wheel. Thereby, a lateral force that balances the centrifugal force can be generated for each wheel.

  When the vehicle speed calculated based on at least one of the indicated vehicle speed (Vxt) and the actual wheel speed (Vwa [**]) is greater than a predetermined value (vz1), the turning center ( The point P) is on the extension line of the rear wheel shaft of the vehicle and from the reference position (Cvh) on the rear wheel shaft in the vehicle, “the wheel base (L) of the vehicle is determined by the tangent of the steering angle (Saa). A reference line (NSL) passing through a point (point O) separated inward in the turning direction by the turning radius (Rov) obtained by dividing the turning radius (Rov) and parallel to the vehicle front-rear direction (NSL), It can be determined at a position far from the vehicle. According to this, as the vehicle speed increases (for example, Vxb> vz1), the turning center is adjusted to the side away from the vehicle. As a result, the vehicle is adjusted to a weak understeer tendency and vehicle stability can be ensured.

  Here, as the predetermined value (vz1), it is preferable to use a vehicle speed (creep speed) when the vehicle travels by a creep phenomenon (when the acceleration operation member is not operated by the driver). is there.

1 is a schematic configuration diagram of a vehicle equipped with an embodiment of a vehicle speed control device according to the present invention. It is a functional block diagram when embodiment shown in FIG. 1 performs speed control. It is the figure which showed the movement locus | trajectory of each wheel when a vehicle turns so that a side slip may not arise in a wheel at very low speed. It is the graph which showed the relationship between the operation amount of a steering operation member, and the steering angle of a left and right steering wheel. It is a functional block diagram about the detail of the target wheel speed determination calculation block shown in FIG. FIG. 6 is a diagram showing a geometric relationship between the turning center of the vehicle and the turning motion of the vehicle, which is used for explaining the target wheel speed calculation block shown in FIG. 5. It is a functional block diagram at the time of the modification of embodiment shown in FIG. 1 adjusting the position of a turning center. It is a functional block diagram at the time of adjusting the axial torque of each wheel by the other modification of embodiment shown in FIG. It is the graph which showed the relationship between the front-back slip of a wheel, and braking torque. It is a figure for demonstrating an effect | action and effect in case the speed control by this invention is performed comparing with the prior art example in which equal braking torque is provided to a right-and-left wheel. It is a figure for demonstrating an effect | action and effect in case the speed control by this invention is performed, comparing with the prior art example by which the target wheel speed of a left-right wheel is set to the same value.

  Embodiments of a vehicle speed control apparatus according to the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing an overall configuration of a vehicle on which an embodiment (hereinafter also referred to as “this device”) of a vehicle speed control device according to the present invention is mounted. This vehicle is a four-wheel drive vehicle, and includes left and right front wheels, left and right rear wheels, and differential gears (front wheel differential gear FD, rear wheel differential gear RD, and center) between front wheels and rear wheels. Differential gear CD). The present invention can also be applied to a front wheel drive vehicle or a rear wheel drive vehicle. In the present apparatus, as speed control, control is performed in which the speed of the vehicle (vehicle speed) is adjusted so as to approach the indicated vehicle speed required by the driver.

  The subscript [**] attached to the end of various symbols indicates whether the various symbols are related to any of the four wheels. "F" is the front wheel, "r" is the rear wheel, "m" is the right wheel with respect to the vehicle traveling direction, "h" is the left wheel with respect to the vehicle traveling direction, and "o" is the outer wheel with respect to the turning direction. , “I” indicates an inner wheel with respect to the turning direction. Therefore, “fh” indicates the left front wheel, “fm” indicates the right front wheel, “rh” indicates the left rear wheel, and “rm” indicates the right rear wheel. In addition, “fo” indicates a turning outer front wheel, “fi” indicates a turning inner front wheel, “ro” indicates a turning outer rear wheel, and “ri” indicates a turning inner rear wheel.

  Further, the turning direction of the vehicle may be rightward or leftward. In general, these are assigned positive and negative signs, for example, the left direction is represented by a positive sign and the right direction is represented by a negative sign. However, when the magnitude relation of values or the increase / decrease of the value is explained, the explanation becomes very complicated when the sign is taken into consideration. Therefore, in the following description, unless otherwise specified, the magnitude relationship between values and the increase / decrease in value mean the magnitude relationship between absolute values and the increase / decrease in absolute values. The predetermined value is a positive value.

(Constitution)
As shown in FIG. 1, the present device includes a steering device STR. In the steering device STR, the rotational motion of the steering wheel SW is transmitted to the small gear (pinion) PN via the steering shaft (pinion shaft) PS. Then, the rotational motion of the pinion PN is converted into the linear motion of the rack RK by the mechanism (rack & pinion mechanism) that combines the flat gear (rack) RK and the pinion PN, and the steering wheel (front wheel) is steered.

  This apparatus includes a steering wheel angle sensor SA and a front wheel steering angle sensor FS. The steering wheel angle sensor SA detects the rotation angle θsw from the neutral position of the steering wheel SW (corresponding to straight traveling of the vehicle).

  The steering angle δfa of the steered wheel (front wheel) is detected by the front wheel steering angle sensor FS. Specifically, as the front wheel steering angle δfa, the linear displacement δfa from the neutral position (corresponding to the straight traveling of the vehicle) of the rack RK or the rod (rack rod) RR provided with the rack RK is detected. Alternatively, the rotational displacement δfa from the neutral position of the pinion PN or the shaft (pinion shaft) PS provided with the pinion PN (corresponding to the straight traveling of the vehicle) can be detected as the front wheel steering angle δfa.

  The steering wheel angle sensor SA and the front wheel steering angle sensor FS are collectively referred to as steering angle acquisition means (steering angle sensor) SAA, and the steering wheel rotation angle θsw and the front wheel steering angle δfa are collectively referred to as a steering angle. Called Saa. For example, the steering angle Saa is calculated by dividing the steering wheel rotation angle θsw detected by the steering wheel angle sensor SA by a steering gear ratio (also referred to as an overall steering gear ratio).

  This device includes a wheel speed sensor WS [**] that detects an actual wheel speed Vwa [**], a yaw rate sensor YR that detects an actual yaw rate Yra acting on the vehicle, and a longitudinal acceleration Gxa in the longitudinal direction of the vehicle body. A longitudinal acceleration sensor GX to detect, a lateral acceleration sensor GY to detect lateral acceleration Gya in the lateral direction of the vehicle body, an inclination angle sensor KS to detect an inclination angle Ksa of the vehicle body, and an actual braking torque (for example, wheel cylinder WC [* *] Braking hydraulic pressure sensor) Pwa [**] for detecting actual braking torque sensor (for example, wheel cylinder pressure sensor) PW [**].

  In addition, this apparatus includes an acceleration operation amount sensor AS that detects an operation amount Asa of a driver's acceleration operation member (for example, an accelerator pedal) AP, and an operation amount Bsa of the driver's braking operation member (for example, a brake pedal) BP. A braking operation amount sensor BS for detecting the shift, a shift position sensor HS for detecting the shift position Hsa of the speed change operation member SF, an instruction vehicle speed input means SJ for inputting an instruction vehicle speed Sj instructed by the driver, and rotation of the engine EG An engine rotation speed sensor NE that detects the speed Nea and a throttle position sensor TS that detects the opening degree Tsa of the throttle valve of the engine are provided.

  The apparatus also includes a brake actuator BRK for controlling the brake fluid pressure, a throttle actuator TH for controlling the throttle valve, a fuel injection actuator FI for controlling fuel injection, and an automatic transmission AT for controlling the shift. ing.

  In addition, the apparatus includes an electronic control unit ECU. The electronic control unit ECU is a microcomputer composed of a plurality of independent electronic control units ECU (ECUb, ECUe, ECUa) connected to each other via a communication bus CB. The electronic control unit ECU is electrically connected to the above-described various actuators (such as BRK) and the above-described various sensors (such as WS [**]). Each system electronic control unit (ECUb, etc.) in the electronic control unit ECU executes a dedicated control program. Signals (sensor values) of various sensors and signals (internally calculated values) calculated in each electronic control unit (ECUb or the like) are shared via the communication bus CB.

  Specifically, the brake system electronic control unit ECUb performs anti-skid control (ABS control), traction control (TCS) based on signals from the wheel speed sensor WS [**], the yaw rate sensor YR, the lateral acceleration sensor GY, and the like. Control) and other slip suppression control (braking / driving force control). Further, based on the wheel speed Vwa [**] of each wheel detected by the wheel speed sensor WS [**], the vehicle speed Vxa is calculated by a known method.

  The engine system electronic control unit ECUe executes control of the throttle actuator TH and the fuel injection actuator FI based on signals from the acceleration operation amount sensor AS and the like. The transmission system electronic control unit ECUa controls the gear ratio of the automatic transmission AT.

  The brake actuator BRK has a known configuration including a plurality of electromagnetic valves (hydraulic pressure regulating valves), a hydraulic pump, an electric motor, and the like. When the brake control is not executed, the brake actuator BRK supplies the brake fluid pressure corresponding to the operation of the brake operation member BP by the driver to the wheel cylinder WC [**] of each wheel, and brakes each wheel. A braking torque corresponding to the operation of the operation member (brake pedal) BP is applied.

  When executing brake control such as anti-skid control (ABS control), traction control (TCS control), or vehicle stability control (ESC control) that suppresses vehicle understeer and oversteer, the brake actuator BRK controls the brake pedal BP. Independent of the operation, the brake fluid pressure in the wheel cylinder WC [**] can be controlled for each wheel WH [**], and the brake torque can be adjusted for each wheel.

  Each wheel is provided with a well-known wheel cylinder WC [**], brake caliper BC [**], brake pad PD [**], and brake rotor RT [**]. When brake fluid pressure is applied to the wheel cylinder WC [**] provided in the brake caliper BC [**], the brake pad PD [**] is pressed against the brake rotor RT [**], and the friction force Gives the braking torque. Note that the control of the braking torque is not limited to that based on the braking hydraulic pressure, and can be performed using an electric brake device.

  The throttle actuator TH has a known configuration including an electric motor and the like, and the output of the engine EG decreases when the throttle valve TV is closed, and the output of the engine EG increases when the throttle valve TV is opened. To do. By controlling the throttle actuator TH, the wheel drive shaft torque is adjusted.

  An electric motor may be used instead of the engine EG as a power source for the vehicle. A plurality of electric motors may be provided for each wheel. The drive shaft torque of each wheel is adjusted by controlling the energization state of the electric motor.

(Overview of speed control)
Hereinafter, speed control executed by the present apparatus will be described with reference to FIG. First, an actual wheel speed (actual wheel speed) Vwa [**] of each wheel is acquired in the actual wheel speed acquisition calculation block VWA. For example, the actual wheel speed Vwa [**] is calculated based on the detection signal of the wheel speed sensor WS [**].

  The command vehicle speed Vxt is set in the command vehicle speed setting calculation block VXT. The command vehicle speed Vxt is set based on an operation amount (vehicle speed command amount) Sj of command vehicle speed input means (for example, a manual switch) SJ operated by the driver. Moreover, the command vehicle speed Vxt can be set based on the operation amount Asa of the acceleration operation member (for example, accelerator pedal) AP detected by the acceleration operation amount sensor AS.

  In the steering angle acquisition calculation block SAA, the steering angle Saa (at least one of the steering wheel angle θsw and the front wheel steering angle δfa) is acquired. For example, the steering angle Saa can be calculated based on the detection signal of the front wheel steering angle sensor FS. Further, the steering angle Saa is calculated based on the detection signal of the steering wheel angle sensor SA.

  In the turning direction determination calculation block TRN, the turning direction Trn of the vehicle is calculated based on the steering angle Saa. Specifically, the turning direction Trn is performed based on the sign of the steering angle Saa.

  In the turning adjustment coefficient calculation block GVW, the turning adjustment coefficient Gvw [**] of each wheel is calculated based on the steering angle Saa and the indicated vehicle speed Vxt. The adjustment coefficient Gvw [**] is a coefficient for converting the indicated vehicle speed Vxt to the target wheel speed Vwt [**] of each wheel. The adjustment coefficient Gvw [**] = 1 corresponds to the straight running of the vehicle, and at this time, the target wheel speeds of the left and right wheels coincide.

  Gvw [* o] of the turning outer wheel (outer wheel) is calculated using characteristics (characteristics Chfo and Chro) that increase from “1” as the steering angle Saa increases from “0”. Further, Gvw [* i] of the turning inner wheel (inner wheel) is calculated using characteristics (characteristics Chfi and Chri) that decrease from “1” as the steering angle Saa increases from “0”.

  Further, as will be described later with reference to FIGS. 5 and 6, the turning center of the vehicle is determined based on the indicated vehicle speed Vxt and the like, and the adjustment coefficient Gvw [**] can be calculated based on the turning center. The characteristics (characteristic Chfo and the like) shown in FIG. 2 are examples of characteristics when the command vehicle speed Vxt ≦ vz1 (predetermined value) (that is, when the turning center is determined at the point O shown in FIG. 6). The characteristic of Gvw [**] with respect to the steering angle Saa differs depending on the indicated vehicle speed Vxt. Each calculation characteristic (such as Chfo) is set in advance for each of a plurality of representative vehicle speeds. Note that the turning outer wheel (outer wheel) and the turning inner wheel (inner wheel) are determined based on the turning direction Trn.

  Gvw [**] is set to “1” when Saa is less than a predetermined value sa1 (> 0) as indicated by a broken line as characteristics Cjfo, Cjro, Cjfi, Cjri, and the steering angle Saa when Saa is equal to or greater than the predetermined value sa1. It can be calculated using a characteristic that increases / decreases from “1” in accordance with an increase in.

  In the adjusting means CSX, the target wheel speed Vwt [**] of each wheel is calculated based on the instructed vehicle speed Vxt and the adjustment coefficient Gvw [**]. Specifically, the target wheel speed Vwt [**] is calculated by multiplying the indicated vehicle speed Vxt by the adjustment coefficient Gvw [**]. Thus, as the steering angle Saa increases, the target wheel speed Vwt [* o] of the outer ring is calculated to be a relatively large value with respect to Vxt, and the target wheel speed Vwt [* i] of the inner ring is calculated with respect to Vxt. Is calculated to a relatively small value. That is, the target wheel speed Vwt [**] is calculated according to the steering angle Saa.

  The comparison means HKX compares the actual wheel speed Vwa [**] with the target wheel speed Vwt [**], and calculates the comparison result (wheel speed deviation) ΔVw [**]. Specifically, the wheel speed deviation ΔVw [**] is calculated according to the equation: ΔVw [**] = Vwa [**] − Vwt [**].

  In the target axis torque calculation block TQT, target axis torques Pwt [**] and Dwt [**] are calculated based on the deviation ΔVw [**]. The target shaft torque Pwt [**] is the braking-side shaft torque (axis torque for decelerating the wheel), and the target shaft torque Dwt [**] is the driving-side shaft torque (axis torque for accelerating the wheel).

  The target braking shaft torque Pwt [**] is “0” when the deviation ΔVw [**] (> 0) is less than the predetermined value vw1, and the deviation ΔVw [**] when the deviation ΔVw [**] is greater than or equal to the predetermined value vw1. ] Is increased so as to increase toward the braking side. Further, the target braking shaft torque Pwt [**] can be limited to the braking-side upper limit value pwm.

  The target drive shaft torque Dwt [**] is “0” when the deviation ΔVw [**] (absolute value) is less than a predetermined value (absolute value) vw2, and the deviation ΔVw [**] (absolute value) is a predetermined value. When the absolute value is greater than or equal to vw2, the calculation is performed so as to increase toward the drive side as the deviation ΔVw [**] (absolute value) increases. Further, the target drive shaft torque Dwt [**] can be limited to the upper limit value dwm on the drive side.

  The drive means DRVb drives the electric motor / hydraulic pump and solenoid valve of the brake actuator BRK based on the target braking shaft torque Pwt [**], and the braking hydraulic pressure of the wheel cylinder WC [**] is increased. Adjusted. Specifically, based on the actual braking torque Pwa [**] detected by the actual braking torque sensor PW [**], the actual braking torque Pwa [**] matches the target braking torque Pwt [**]. Servo control is executed as described above.

  The drive means DRVe drives the electric motor of the throttle actuator TH based on the target drive shaft torque Dwt [**], thereby adjusting the opening of the throttle valve TV. Specifically, the servo control is executed based on the actual value Tsa detected by the actual drive torque sensor (for example, the throttle opening sensor TS) so that the actual value Tsa matches the target value Dwt [**]. The

  When each wheel is equipped with an electric motor and each electric motor can be driven independently, the electric motor of each wheel is controlled based on the target shaft torque Pwt [**] (regenerative brake) and Dwt [**]. Can be done. As described above, in the present apparatus, the actual wheel speed Vwa [**] is controlled to coincide with the target wheel speed Vwt [**], and as a result, the vehicle speed is adjusted to approach the command vehicle speed Vxt.

(Ackermann geometry and steering geometry)
Hereinafter, the Ackermann geometry will be briefly described before describing the steering geometry of the vehicle. FIG. 3 shows the movement trajectory of each wheel when the vehicle on which the front wheels are steered turns at an extremely low speed at which centrifugal force can be ignored so that no side slip occurs on the wheels (tires). When the vehicle is represented by a two-wheel model composed of two virtual wheels WHf and WHr indicated by broken lines in FIG. 3, the steering angle δfg of the wheel WHf determined only from the geometric relationship is called the Ackerman actual steering angle. The following relationship holds. Here, L is a wheel base, and Rov is a turning radius with respect to the turning center O.
tan (δfg) = L / Rov

  The actual Ackermann steering angle δfg can be calculated based on the steering angle Saa acquired by the steering angle acquisition means SAA. Specifically, the calculation is based on at least one of the front wheel steering angle δfa detected by the front wheel steering angle sensor FS and the steering wheel angle θsw detected by the steering wheel angle sensor SA.

  In the case of a vehicle having four wheels for steering the front wheels, it is necessary for the wheels to turn around a common point (point O) so that the wheels do not cause a side slip. Therefore, the conditions for preventing the wheels from causing a side slip are that the turning center (point O) exists on the extension line of the rear wheel shaft, and the inner front wheel steering angle δ [fi] is the outer front wheel steering angle δ [fo]. It ’s bigger. A geometrical relationship that satisfies this condition is called Ackermann geometry.

In the theoretical characteristics of Ackermann geometry where the side slip is completely zero, the following relationship holds: Here, L is a wheel base and Tr is a tread. The Ackerman actual steering angle δfg is an average value (δfg = {δ [fo] + δ [fi]} / 2) of the steering angles of the left and right front wheels (steering wheels).
tan (π / 2−δ [fo]) − tan (π / 2−δ [fi]) = Tr / L

  The broken line (curve) in FIG. 4 shows the theoretical characteristics of Ackermann geometry. A characteristic Aci is a theoretical characteristic of the inner ring, and a characteristic Aco is a theoretical characteristic of the outer ring. The one-dot chain line (straight line) in FIG. 4 indicates the characteristic Prl of the parallel geometry (the geometrical relationship when the inner front wheel steering angle δ [fi] and the outer front wheel steering angle δ [fo] are equal).

  Hereinafter, the geometric relationship between the geometric arrangement and steering angle of the wheels in the vehicle (the steering angle of the left and right steering wheels) and the turning center of the vehicle is referred to as “steering geometry”. The actual steering geometry of the vehicle is determined by geometric conditions (length, angle, etc.) such as linkage and joints of the steering device. As shown by the solid line in FIG. 4, the characteristic of the actual steering geometry of the vehicle is set in a region sandwiched between the straight line corresponding to the parallel geometry (characteristic Prl) and the theoretical curve of the Ackermann geometry (characteristics Aci and Aco). Is done. Specifically, the characteristic of the steering geometry of the turning inner wheel of the steered wheel is set as a characteristic Chx, for example, in a region surrounded by the theoretical characteristic Aci of the inner ring of the Ackermann geometry and the characteristic Prl of the parallel geometry. Is done. Further, the characteristic of the steering geometry of the turning outer wheel of the steered wheel is set, for example, as a characteristic Chy within a region surrounded by the theoretical characteristic Aco of the outer wheel of the Ackermann geometry and the characteristic Prl of the parallel geometry. Characteristics Chx and Chy are preset characteristics.

  Due to the steering geometry, as the operation amount of the steering operation member (for example, the rotation angle θsw of the steering wheel) increases, the change amount of the steering angle (the change angle of the steering angle) with respect to the operation amount in the turning inner wheel increases and transitions. At least one of an increase transition and a gradient decrease transition in which the change amount of the steering angle (steering angle change gradient) with respect to the operation amount of the turning outer wheel decreases and changes occurs.

  In the steering angle acquisition calculation block SAA, a steering angle Saa which is a value between the steering angle δ [fi] of the turning inner wheel and the steering angle δ [fo] of the turning outer wheel (for example, Ackerman actual steering angle δfg) is calculated. Is done. Here, the actual Ackermann rudder angle δfg is a rudder angle determined from a purely geometric relationship in which the wheels (tires) are directed in the direction of the tangential line of the movement trajectory when the vehicle turns at an extremely low speed. In other words, the actual Ackermann rudder angle δfg is the “angle with the ratio of the turning radius of the wheel base to the center of the rear wheel axis as a tangent” when the turning center is on the rear wheel axis extension line. This is the average value of the steering angle δ [fi] and the steering angle δ [fo] of the steered wheel outside the turn.

(Details of target wheel speed calculation)
Next, the details of the calculation of the target wheel speed shown in FIG. 2 will be described with reference to FIGS. First, in the reference turning center position determination calculation block OPE, the reference turning center is calculated based on the steering angle Saa and the steering geometry of the vehicle (geometric arrangement of wheels and the geometric relationship between the steering angle and the turning center of the vehicle). A position (reference position) (point O) is determined. The reference turning center is a point at which the lateral slip of each wheel is minimized (generally zero) at an extremely low vehicle speed (≦ vz1) at which the centrifugal force acting on the turning vehicle can be ignored.

The reference position (point O) is determined on an extension line (referred to as rear wheel axis line) RAL of the rear wheel axis of the vehicle. The vehicle steering geometry is preset (ie, known). Accordingly, the above-described Ackerman actual steering angle δfg is calculated based on the steering angle Saa (for example, at least one of the steering wheel angle θsw and the actual steering angle δfa), and the vehicle (for example, the middle between the left and right rear wheels) is calculated. The position of the reference turning center with respect to the point Cvh) (the reference position point O) is determined. Specifically, the reference position (point O) is determined by calculating the distance (turning radius) Rov between the vehicle position (reference position) Cvh and the reference position (point O) according to the following relationship. Here, N is a steering gear ratio.
Rov = L / tan (δfg)
δfg = (δ [fi] + δ [fo]) / 2, or δfg = θsw / N

  That is, the reference position (point O) is determined based on a value (= L / tan (Saa)) obtained by dividing the vehicle wheel base L by the tangent (tangent) of the steering angle Saa. The vehicle position (reference position) Cvh can be set to an arbitrary position in the vehicle.

  In the longitudinal adjustment amount calculation block XCC, the longitudinal adjustment amount (front / rear adjustment amount) Xc for adjusting the position of the turning center with respect to the reference position (point O) based on the indicated vehicle speed Vxt (see FIG. 6) Is calculated. Here, the “front-rear direction” corresponds to the front-rear direction (traveling direction) of the vehicle. When the command vehicle speed Vxt is less than the predetermined value vz1, the front-rear adjustment amount Xc is “0”. When the command vehicle speed Vxt is equal to or greater than the predetermined value vz1, the front-rear adjustment amount Xc is calculated to increase from “0” as the command vehicle speed Vxt increases. The Further, when the command vehicle speed Vxt is equal to or greater than the predetermined value vz2 (> vz1), the front-rear adjustment amount Xc can be limited to the upper limit value Lr (the distance from the vehicle center of gravity position to the rear wheel axle).

  In the lateral adjustment amount calculation block YCC, a lateral adjustment amount (lateral adjustment amount) Yc for adjusting the position of the turning center with respect to the reference position (point O) based on the command vehicle speed Vxt is calculated (FIG. 6). Here, the “lateral direction” corresponds to the lateral direction of the vehicle (the left-right direction with respect to the traveling direction). When the instructed vehicle speed Vxt is less than the predetermined value vz1, the lateral adjustment amount Yc is “0”. When the instructed vehicle speed Vxt is greater than or equal to the predetermined value vz1, the lateral adjustment amount Yc is calculated to increase from “0” as the instruction vehicle speed Vxt increases. The Further, when the instructed vehicle speed Vxt is equal to or greater than the predetermined value vz3 (> vz1), the lateral adjustment amount Yc can be limited to the upper limit value y1 (predetermined value calculated based on the steering angle Saa).

  Here, in the longitudinal adjustment amount calculation block XCC and the lateral adjustment amount calculation block YCC, the adjustment amounts Xc and Yc can be calculated using the actual vehicle speed Vxa instead of the indicated vehicle speed Vxt. The actual vehicle speed Vxa is calculated in the actual vehicle speed calculation block VXA (see the broken line in FIG. 5) based on the actual wheel speed Vwa [**]. Further, a vehicle speed calculation block VXB that calculates the vehicle speed Vxb based on at least one of the indicated vehicle speed Vxt and the actual wheel speed Vwa [**] instead of the indicated vehicle speed Vxt (see the dashed line in FIG. 5). The adjustment amounts Xc and Yc can be calculated using the vehicle speed Vxb calculated at.

  Based on the adjustment amounts Xc and Yc calculated by the longitudinal adjustment amount calculation block XCC and the lateral adjustment amount calculation block YCC in the turning center position adjustment calculation block PPE, the point O (exists on the rear wheel shaft extension line) is set. The position (point P) of the adjusted turning center adjusted with respect to the center is calculated.

  As a result, the post-adjustment turning center position (point P) adjusted by the longitudinal adjustment amount Xc with respect to the reference position (point O) moves forward from the reference position (point O) as the vehicle speed increases. Go. As a result, as the vehicle speed increases, a larger lateral slip angle (lateral slip) is given to the front and rear wheels. As a result, a lateral force that balances the centrifugal force can be generated for each wheel. When the vehicle speed is equal to or greater than a predetermined value vz2 (for example, 60 km / h), the adjusted turning center position (point P) is set on an extension line (referred to as the center of gravity axis) of the vehicle center of gravity Cg parallel to the rear wheel axis. (Point Q).

  In addition, the post-adjustment turning center position (point P) adjusted by the lateral adjustment amount Yc with respect to the reference position (point O) moves away from the reference position (point O) as the vehicle speed increases. Move. As a result, as the vehicle speed increases, the turning radius increases and the vehicle is adjusted to a weak understeer tendency (a slight understeer tendency with respect to neutral steer).

In the target angular velocity calculation block OMG, the target angular velocity ωpt of the vehicle in the turning direction with respect to the point P is calculated based on the indicated vehicle speed Vxt and the position of the adjusted turning center (point P). Specifically, the target angular velocity ωpt is calculated according to the following relationship. Here, Rpv is the distance (turning radius) between the vehicle (point Cvh which is the reference position) and point P.
ωpt = Vxt / Rpv

  In each wheel position turning radius calculation block RPW, the distance (turning radius) Rpw from the point P to each wheel position Cw [**] based on the adjusted turning center position (point P) and turning direction Trn. [**] is calculated. Specifically, the turning radius Rpw [* centered on the point P at each wheel position Cw [**] is calculated by geometric calculation using the wheel base L and the tread Tr, which are known values as vehicle specifications. *] Is determined.

In each wheel target wheel speed calculation block VWS, the target wheel speed Vwt [**] of each wheel is calculated based on the target angular speed ωpt and the turning radius Rpw [**]. Specifically, the target wheel speed Vwt [**] is calculated according to the following relationship. Note that the adjustment coefficient Gvw [**] (see FIG. 2) corresponds to Rpw [**] / Rpv.
Vwt [**] = Rpw [**] · ωpt (= Vxt · Rpw [**] / Rpv)

  As described above, according to the present apparatus, when the vehicle travels at an extremely low speed (for example, when Vxt ≦ vz1), the steering angle Saa and the steering geometry (that is, the actual Ackermann steering angle δfg corresponding to the steering angle Saa, and The reference position (point O) is determined on the basis of Saa determined by vehicle specifications (wheelbase) and the geometric relationship between the turning center of the vehicle. Specifically, the reference position (point O) is on the rear wheel axis RAL of the vehicle and from the reference position in the rear wheel shaft in the vehicle (particularly, the center position in the axial direction of the rear wheel shaft). It is determined to be a point separated inward in the turning direction by a turning radius Rov obtained by dividing L by the tangent of the steering angle Saa. In other words, the reference position (point O) passes through the position of the virtual wheel WHf located at the center in the axial direction of the front wheel shaft and is relative to the direction of the actual Ackermann steering angle δfa calculated based on the steering angle Saa. This is the intersection of the straight line ACL extending in the vertical direction and the rear wheel axis RAL. That is, the reference position (point O) is determined on the rear wheel axis RAL of the vehicle. Then, the target angular velocity ωot is calculated based on the reference position (point O), and the target wheel is determined according to the turning radius Row [**] around the point O and the target angular velocity ωot at each wheel position Cw [**]. The speed Vwt [**] is calculated.

  As a result, it is assumed that each wheel rolls around a common point called the reference position (point O), and the vehicle can smoothly turn around the reference position (point O) at the target angular velocity ωot. The wheel speed Vwt [**] is calculated. Therefore, the target wheel speed Vwt [**] can be individually determined so that the wheel speed difference between the wheels due to the movement trajectory difference between the wheels can be ensured. In other words, the function of the differential gear can be achieved. In other words, unnecessary front / rear slip caused by the difference in the movement trajectory between the wheels can be compensated, and generation of unnecessary front / rear slips of each wheel can be suppressed in a vehicle turning state.

  Here, the predetermined value vz1 is additionally described. vz1 may be a value corresponding to the creep speed of the vehicle. Creep means that the accelerator pedal AP is not operated (that is, the acceleration operation amount Asa = 0), and the vehicle is traveling at a slow speed while the engine EG is idling. Creep occurs in vehicles equipped with automatic transmissions that employ fluid couplings and torque converters in the clutch mechanism. In a semi-automatic transmission or the like equipped with a mechanical clutch mechanism, creep does not occur originally, but in some cases, creep is generated in order to reduce a sense of incongruity. From the above, the creep speed is the vehicle speed when the vehicle travels by creep when the acceleration operation member is not operated by the driver. When the wheel speed is controlled to be lower than the creep speed, it is necessary to adjust the braking torques Pwt [**] and Pwa [**].

  When the vehicle speed increases, it is necessary to generate a lateral force that balances the centrifugal force generated by the wheels by turning. At higher speeds, in order to maintain the stability of the vehicle, it is necessary to change the steering characteristic of the vehicle to an understeer tendency (finally, a slight understeer). In such a case (Vxt> vz1), the adjusted turning center position (point P) from the rear wheel axis RAL as the vehicle speed increases due to the adjustment amounts Xc and Yc calculated based on the vehicle speed (Vxb etc.). The calculation is performed in a direction away from the vehicle with respect to a vehicle parallel line (referred to as a neutral steer line) NSL passing through the reference center (point O). Then, similarly to the above, the target angular velocity ωpt is calculated based on the point P, and the target wheel speed Vwt [**] is calculated according to the target angular velocity ωpt. As a result, a lateral slip angle (lateral slip) necessary for generating the lateral force of the wheel can be generated, and the above-described understeer tendency can be achieved.

  In addition, when the vehicle speed reaches a predetermined high speed (Vxt> vz2, for example, 60 km / h or more), the position of the adjusted turning center (point P) is closer to the center of gravity axis CGL than the neutral steer line NSL. It is calculated on the far side (point Q). By calculating the target wheel speed Vwt [**] based on this point Q, a weak understeer characteristic of the vehicle is obtained.

  In the embodiment described above, the turning center position (point P) is adjusted with respect to the reference position (point O) based on the vehicle speeds Vxt, Vxa, and Vxb (see FIGS. 5 and 6). In addition to this, the position of the turning center (point P) can be adjusted with respect to the reference position (point O) based on the vehicle steer characteristic value Sch (a value representing the degree of understeer, neutral steer, and oversteer).

  In this case, as shown in FIG. 7, the steering characteristic value Sch is calculated based on the steering angle Saa and the actual turning amount Tja (for example, the actual yaw rate Yra) in the steering characteristic value calculation block SCH. The steer characteristic value Sch is a value representing the degree of understeer, neutral steer, and oversteer of the vehicle, and the turning amount is a state amount representing the degree of turning of the vehicle. Specifically, a reference value (reference turning amount) Tjt (for example, target yaw rate Yrt) of the turning amount is calculated based on the steering angle Saa and compared with the actual value Tja of the turning amount. Then, the comparison result (turning amount deviation (= Tja−Tjt)) is set as the steering characteristic value Sch. In this case, when the steering characteristic value Sch is positive, it corresponds to oversteer, when it is “0”, it corresponds to neutral steer, and when it is negative, it corresponds to understeer.

  In the correction amount calculation block YEC, the correction amount Ye is calculated. The correction amount Ye is a lateral correction amount for correcting the position (point P) of the turning center based on the steering characteristic of the vehicle. When the steering characteristic value Sch is “0” or more and less than the predetermined value sc1 (0 ≦ Sch <sc1), Ye is set to “0”, and when the steering characteristic value Sch is the predetermined value sc1 or more (Sch ≧ sc1), the steering characteristic value Sch. The correction amount Ye is increased from “0” according to the increase to the oversteer side. On the other hand, when the steering characteristic value Sch is larger than the predetermined value −sc2 and less than “0” (−sc2 <Sch <0), Ye is set to “0”, and the steering characteristic value Sch is equal to or smaller than the predetermined value sc2 (Sch ≦ sc2). ), The correction amount Ye is decreased from “0” as the steering characteristic value Sch increases toward the understeer side.

  Thereby, when the vehicle is in an oversteer state, the position (point P) of the adjusted turning center is corrected to the side away from the vehicle (the direction of leaving) by the correction amount Ye. As a result, the turning radius is increased, and the steering characteristic of the vehicle approaches the neutral steering characteristic. On the other hand, when the vehicle is in the understeer state, the adjusted turning center position (point P) is corrected to the side closer to the vehicle (the approaching direction). As a result, the turning radius is reduced, and the steering characteristic of the vehicle approaches the neutral steering characteristic.

  In the above embodiment, both the target braking shaft torque Pwt [**] and the target driving shaft torque Dwt [**] are calculated based on the wheel speed deviation ΔVw [**] (see FIG. 2). . On the other hand, the target braking shaft torque Pwt [**] is calculated based on the wheel speed deviation ΔVw [**], and the drive source based on the vehicle speed deviation (deviation between the command vehicle speed Vxt and the actual vehicle speed Vxa) ΔVx. Output target value Tst can be calculated.

  In an ordinary vehicle, braking means for controlling the braking shaft torque is provided on each wheel, while only one power source (for example, engine EG, electric motor for driving) for controlling the driving shaft torque is provided in the vehicle. And the output of this power source is distributed to each wheel via differential gears (FD etc.). This example can be applied to such a vehicle.

  Specifically, as shown in FIG. 8, an actual vehicle speed (actual vehicle speed) Vxa is calculated based on the actual wheel speed Vwa [**] of each wheel in the actual vehicle speed calculation block VXA. . The comparing means HKY compares the indicated vehicle speed Vxt with the actual vehicle speed Vxa, and calculates the comparison result (vehicle speed deviation) ΔVx. Specifically, the vehicle speed deviation ΔVx is calculated according to the equation: ΔVx = Vxt−Vxa.

  In the target drive output calculation block TQTe, the target drive output Tst is calculated based on the vehicle speed deviation ΔVx. Specifically, when the deviation ΔVx is less than the predetermined value vx1, the target drive output Tst is “0”, and when the deviation ΔVx is greater than or equal to the predetermined value vx1, the target drive output Tst increases from “0” as the deviation ΔVx increases. Is calculated. Also, Tst can be limited to the upper limit tsm on the drive side.

  Hereinafter, the operation and effect of this apparatus will be added. First, as a preparation for explaining the operation and effect of the present apparatus, the relationship between the front / rear slip (slip speed) and the braking force (braking torque) will be described with reference to FIG. As shown in FIG. 9, the front / rear slip and the braking force are in a non-linear relationship (generally called the μ-S characteristic).

  In the μ-S characteristic, the braking force against the front / rear slip increases as the ground contact load of the wheel increases. Therefore, the ground load does not move between the inner and outer rings when turning at such a low speed that the centrifugal force can be ignored. In this case, the μ-S characteristic of the inner and outer rings is represented by a characteristic Cms1, for example. On the other hand, when turning at a high speed, centrifugal force acts and a ground load moves between the inner and outer rings. In this case, the grounding load increases in the turning outer wheel, and the μ-S characteristic of the turning outer wheel becomes, for example, the characteristic Cms2o. The ground contact load is reduced in the turning inner wheel, and the μ-S characteristic of the turning inner wheel becomes, for example, the characteristic Cms2i.

  Hereinafter, first, referring to FIG. 10, as a conventional example 1, as compared with the case where the target wheel speed is not set and the braking torque of the same magnitude is applied to the left and right wheels in order to make the vehicle speed coincide with the indicated vehicle speed. The operation and effect of this apparatus will be described.

  First, with reference to FIG. 10 (a), a description will be given of turning at a low speed at which no contact load fluctuation occurs. Consider a case where the vehicle is decelerated from a state where the vehicle is traveling at a vehicle speed vxa1 (for example, higher than the creep speed) to a vehicle speed vxa2 (for example, less than the creep vehicle speed). Assuming that a braking torque having a value bt1 (see FIG. 9) is applied to the left and right wheels in order to decelerate the vehicle, a slip speed having a value sl1 is generated, and a braking force corresponding to the value bt1 is generated on the inner and outer wheels. As a result, the inner ring speed is adjusted from vwi1 to vwi2, and the outer ring speed is adjusted from vwo1 to vwo2. On the other hand, in consideration of the turning motion around the turning center (reference position) O, the inner ring speed needs to be adjusted to vwi3 and the outer ring speed needs to be adjusted to vwo3 in order to prevent unnecessary front-rear slip. is there. Therefore, in Conventional Example 1, the wheel speed is too low for the inner ring, and the wheel speed is too high for the outer ring. That is, unnecessary front and rear slip occurs.

  On the other hand, in this apparatus, the turning center is based on the steering angle Saa (the intermediate value between the inner wheel steering angle and the outer wheel steering angle in the steered wheel), the steering geometry (the geometric relationship between Saa and the turning center of the vehicle), and the like. Considering the movement around O, the target wheel speed of each wheel is individually set so that the vehicle can smoothly turn at the target angular speed ωot. Therefore, in the present device, compared to the first comparative example, during the turning at a low speed, unnecessary front and rear slip of each wheel when the braking torque is adjusted to match the vehicle speed to the indicated vehicle speed can be suppressed. .

  Next, with reference to FIG. 10 (b), a description will be given of the case of turning at a high speed at which contact load fluctuation occurs. Consider a case where the vehicle is decelerated to a vehicle speed vxa5 from a state where the vehicle is traveling at a vehicle speed vxa4. Assuming that the braking torque of the value bt1 is applied to the left and right wheels in order to decelerate the vehicle, the slipping speed of the value sl2o occurs in the turning outer wheel where the contact load increases, and the value sl2i (>) in the turning inner wheel where the contact load decreases. A slip speed of sl2o) occurs, and a braking force corresponding to the value bt1 is generated on the left and right wheels. As a result, the inner ring speed is adjusted from vwi4 to vwi5, and the outer ring speed is adjusted from vwo4 to vwo5. On the other hand, considering the turning motion around the turning center Q, it is necessary to adjust the speed of the inner ring to vwi6 and the speed of the outer ring to vwo6 in order to prevent unnecessary front and rear slip. Therefore, in Conventional Example 1, the wheel speed is too low for the inner ring, and the wheel speed is too high for the outer ring. In addition, compared with the case of low speed traveling (FIG. 10A), the degree of wheel speed under / over increases. That is, unnecessary front and rear slip occurs.

  On the other hand, in this apparatus, the movement around the turning center Q is considered based on the steering angle Saa, the steering geometry, etc., and the target wheel speed of each wheel is individually set so that the vehicle can smoothly turn at the target angular speed ωqt. Is set. Therefore, in this apparatus, compared with Comparative Example 1, unnecessary front and rear slip of each wheel when the braking torque is adjusted in order to make the vehicle speed coincide with the indicated vehicle speed even when turning at a high speed is suppressed. obtain.

  Next, referring to FIG. 11, the operation and effect of the present apparatus will be described as Conventional Example 2 in comparison with the case where the target wheel speed of each wheel is set to the same value.

  First, referring to FIG. 11 (a), when turning at a low speed at which no contact load fluctuation occurs, the vehicle speed is changed from the state where the vehicle is traveling at the vehicle speed vxa1 (for example, the creep speed or higher) to the vehicle speed vxa2 (for example , Less than creep vehicle speed). The target wheel speeds of the inner and outer wheels are set to vwi7 and vwo7 (= vxa2) which are equal to vxa2, respectively, and the actual wheel speeds of the inner and outer wheels are adjusted to vwi7 and vwo7 (= vxa2), respectively. On the other hand, in consideration of the turning motion around the turning center (reference position) O, the inner ring speed needs to be adjusted to vwi3 and the outer ring speed needs to be adjusted to vwo3 in order to prevent unnecessary front-rear slip. is there. Therefore, in Conventional Example 2, the wheel speed is excessive for the inner ring and the wheel speed is excessive for the outer ring. That is, unnecessary front and rear slip occurs.

  On the other hand, in this apparatus, the movement around the turning center O is considered based on the steering angle Saa, the steering geometry, etc., and the target wheel speed of each wheel is individually set so that the vehicle can smoothly turn at the target angular speed ωot. Is set. Therefore, in this apparatus, compared with Comparative Example 2, unnecessary front and rear slip of each wheel can be suppressed during turning at a low speed.

  Next, a case where the vehicle speed is adjusted to the vehicle speed vxa5 from the state where the vehicle is traveling at the vehicle speed vxa4 is considered with reference to FIG. The target wheel speeds of the inner and outer wheels are set to vwi8 and vwo8 (= vxa5) which are equal to vxa5, respectively, and the actual wheel speeds of the inner and outer rings are adjusted to vwi8 and vwo8 (= vxa5), respectively. On the other hand, considering the turning motion around the turning center (reference position) Q, the inner ring speed needs to be adjusted to vwi6 and the outer ring speed needs to be adjusted to vwo6 in order to prevent unnecessary front-rear slip. is there. Therefore, in Conventional Example 2, the wheel speed is excessive for the inner ring and the wheel speed is excessive for the outer ring. That is, unnecessary front and rear slip occurs.

  On the other hand, in this apparatus, the movement around the turning center Q is considered based on the steering angle Saa, the steering geometry, etc., and the target wheel speed of each wheel is individually set so that the vehicle can smoothly turn at the target angular speed ωqt. Is set. Therefore, in this apparatus, compared with Comparative Example 2, unnecessary front and rear slip of each wheel can be suppressed even during turning at high speed.

  WS [**]: Wheel speed sensor, SA: Steering wheel angle sensor, FS: Front wheel steering angle sensor, PW: Wheel cylinder pressure sensor, TS: Throttle opening sensor, SJ: Instruction vehicle speed input means, BRK: Brake actuator, TH ... Throttle actuator

Claims (8)

A steering device that steers left and right steered wheels according to an operation of a steering operation member of a vehicle operated by a driver, wherein the steering operation member is operated from a neutral position corresponding to straight traveling of the vehicle A steering device that adjusts the inner and outer wheel steering angles so that an inner wheel steering angle that is a steering angle of a turning inner wheel of the left and right steering wheels is larger than an outer wheel steering angle that is a steering angle of a turning outer wheel;
Steering angle acquisition means for acquiring a steering angle that is a value between the inner wheel steering angle and the outer wheel steering angle;
An instructed vehicle speed setting means for setting an instructed vehicle speed that is a vehicle speed instructed by a driver of the vehicle;
A target wheel speed that determines a target wheel speed of each wheel of the vehicle based on the indicated vehicle speed, the steering angle, and a steering geometry of the vehicle that is a geometric relationship between the steering angle and the turning center of the vehicle. A determination means;
Real wheel speed acquisition means for acquiring the actual wheel speed of each wheel;
Torque applying means for applying axial torque to each wheel;
Control means for controlling the axial torque of each wheel applied by the torque applying means to bring the actual wheel speed closer to the target wheel speed;
Equipped with a,
The target wheel speed determining means includes
Determining the turning center of the vehicle based on the steering angle and the steering geometry of the vehicle;
A target angular velocity is calculated based on the turning center and the indicated vehicle speed,
A vehicle speed control device configured to determine the target wheel speed based on the target angular speed. The vehicle speed control device according to claim 1,
The torque applying means includes
A vehicle speed control device configured to apply a braking torque of each wheel as an axial torque of each wheel. The vehicle speed control device according to claim 1 or 2,
The target wheel speed determining means includes
The speed of the vehicle configured to set the target wheel speed of the turning inner wheel of the vehicle to a value smaller than the indicated vehicle speed and to determine the target wheel speed of the turning outer wheel of the vehicle to a value larger than the indicated vehicle speed. Control device. In the vehicle speed control device according to any one of claims 1 to 3,
The target wheel speed determining means includes
A vehicle speed control device configured to determine the target wheel speed based on a value obtained by dividing a wheel base of the vehicle by a tangent of the steering angle. In the vehicle speed control device according to any one of claims 1 to 4 ,
The target wheel speed determining means includes
When the vehicle speed calculated based on at least one of the instructed vehicle speed and the actual wheel speed is equal to or less than a predetermined value, the turning center is on an extension line of the rear wheel shaft of the vehicle and in the vehicle A vehicle speed control device configured to determine a point separated from the reference position on the rear wheel axis by a turning radius obtained by dividing the wheel base of the vehicle by the tangent of the steering angle to the inside in the turning direction. In the vehicle speed control apparatus according to any one of claims 1 to 5 ,
The target wheel speed determining means includes
When the vehicle speed calculated based on at least one of the indicated vehicle speed and the actual wheel speed is larger than a predetermined value, the turning center is set to the extension line of the rear wheel shaft of the vehicle. A speed control device for a vehicle configured to determine a position on the front side. The vehicle speed control device according to any one of claims 1 to 6 ,
The target wheel speed determining means includes
When the vehicle speed calculated based on at least one of the indicated vehicle speed and the actual wheel speed is greater than a predetermined value, the turning center is on an extension line of the rear wheel shaft of the vehicle and in the vehicle Is a reference line passing through a point separated from the reference position on the rear wheel axis by the turning radius obtained by dividing the wheel base of the vehicle by the tangent of the steering angle, and parallel to the longitudinal direction of the vehicle. A vehicle speed control apparatus configured to determine a position far from the vehicle with respect to a reference line. The vehicle speed control device according to any one of claims 5 to 7 ,
The target wheel speed determining means includes
A vehicle speed control device configured to use a vehicle speed when the vehicle travels by a creep phenomenon as the predetermined value.

Images