JP5999360B2 - Vehicle behavior control device - Google Patents

Description

  The present invention relates to a vehicle behavior control apparatus, and more particularly to a vehicle behavior control apparatus that controls the behavior of a vehicle that steers front wheels.

  Conventionally, devices that control the behavior of a vehicle in a safe direction when the behavior of the vehicle becomes unstable due to slip or the like (such as a skid prevention device) are known. Specifically, it is known to detect that understeer or oversteer behavior has occurred in the vehicle during cornering of the vehicle, and to impart appropriate deceleration to the wheels to suppress them. ing.

  On the other hand, unlike the above-described control for improving safety, a series of operations (braking, steering cut, acceleration, steering return, etc.) by the driver during cornering of the vehicle are natural and stable. As described above, there is known one that adjusts a load applied to a steered wheel by adjusting a deceleration during cornering (see, for example, Patent Document 1).

JP 2011-88576 A

  However, for example, in the vehicle motion control device disclosed in Patent Document 1, the vehicle traveling state during cornering is detected, and the vehicle deceleration control is performed by controlling the hydraulic brake system according to the detection result. Since this hydraulic brake system has a structure in which play is provided between parts, there is a time lag between when a control value is input to the hydraulic brake system and when deceleration occurs in the vehicle. For this reason, it is difficult for conventional devices to perform vehicle deceleration control at an appropriate timing. Therefore, in the apparatus of Patent Document 1, the curve ahead of the vehicle is estimated using a camera, and control of the hydraulic brake system is started before entering the curve. This causes an increase in complexity and cost of the apparatus. .

  Accordingly, the present inventors have conducted intensive research and found that the control of the driver's operation during cornering can be controlled by controlling the driving force of the vehicle without using a brake system. Furthermore, the present inventors have made it possible to adjust the deceleration by adjusting the regenerative electric power, and by adjusting the regenerative electric power, particularly in the electrically driven vehicle. It was discovered that the driving force can be adjusted directly by reducing motor torque (= motor regeneration) without causing a time lag that occurs when using the system.

  The present invention has been made to solve the above-described problems of the prior art, and can control the behavior of the vehicle so that the operation of the driver at the time of cornering of the vehicle becomes natural and stable. An object is to provide a vehicle behavior control apparatus.

In order to achieve the above object, a vehicle behavior control apparatus according to the present invention acquires a yaw acceleration as a yaw rate related quantity related to a yaw rate of a vehicle in the vehicle behavior control apparatus that controls the behavior of a vehicle that steers front wheels. And a driving force control means for reducing the driving force of the vehicle in accordance with the yaw acceleration acquired by the yaw rate related amount acquisition means. The driving force control means increases the yaw acceleration. to more, and increases the driving force reduction amount of the vehicle to reduce the increase rate of the increase amount be controlled so that to asymptotic to a predetermined upper limit value, characterized by.
In the present invention configured as described above, when the steering of the vehicle is started and the yaw acceleration of the vehicle starts to increase, the driving force control means quickly increases the driving force reduction amount. A deceleration can be quickly generated in the vehicle, and a sufficient load can be quickly applied to the front wheels, which are the steering wheels. Thereby, the turning ability of the vehicle in the early stage of the curve approach can be improved, and the responsiveness to the steering turning operation can be improved. In addition, the driving force control means reduces the rate of increase in the driving force reduction amount of the vehicle as the yaw acceleration increases, so that the deceleration generated in the vehicle during curve driving does not become excessive, and the deceleration occurs at the end of steering. Can be quickly reduced. Therefore, it is possible to prevent the driver from feeling a drag of reducing the driving force when exiting the curve. Thus, according to the vehicle behavior control apparatus of the present invention, the behavior of the vehicle can be controlled so that the operation of the driver at the time of cornering of the vehicle becomes natural and stable.

In the present invention, it is preferable that the vehicle is an electrically driven vehicle including a motor that drives wheels and a battery that supplies electric power to the motor and collects regenerative electric power generated by the motor. The control means reduces the driving force of the vehicle by controlling the amount of regenerative power generated by the motor according to the yaw acceleration .
In the present invention configured as described above, the driving force control means reduces the torque of the motor in accordance with the yaw acceleration of the vehicle, so that the driving force of the vehicle can be reduced directly. Therefore, compared with the case where the drive force of the vehicle is reduced by controlling the hydraulic brake unit, the response of the drive force reduction can be improved, and the behavior of the vehicle can be controlled more directly.

In the present invention, it is preferable that the electrically driven vehicle further includes a battery state detection unit that detects a state of the battery, and a display unit that displays information related to control by the driving force control unit, and the driving force control. When it is determined that the battery cannot recover the regenerative power generated by the motor based on the state of the battery, the display unit displays information indicating that the driving force of the vehicle is not reduced and the driving force of the vehicle is not reduced. Display.
In the present invention configured as described above, the driving force control means may cause the battery to be overcharged when the regenerative electric power generated by the motor is recovered by the battery, or the battery temperature may exceed the allowable temperature range. Since the motor torque is not reduced and regenerative power is not generated, it is possible to prevent damage to the battery due to overcharge or deviation from the allowable temperature range. Further, since the driving force control means displays information indicating that the driving force of the vehicle is not reduced on the display means, it is possible to prevent the driver from feeling uncomfortable because the driving force is not reduced when entering the curve.

  According to the vehicle behavior control apparatus of the present invention, the behavior of the vehicle can be controlled so that the operation of the driver during cornering of the vehicle becomes natural and stable.

1 is a block diagram showing an overall configuration of a vehicle equipped with a vehicle behavior control apparatus according to an embodiment of the present invention. 1 is a block diagram showing an electrical configuration of a vehicle behavior control apparatus according to an embodiment of the present invention. It is a flowchart of the behavior control process in which the behavior control apparatus for vehicles by embodiment of this invention controls the behavior of a vehicle. It is a map referred when the driving force control part by embodiment of this invention determines basic control intervention torque based on yaw acceleration. FIG. 5 is a diagram showing a time change of a parameter related to behavior control by the vehicle behavior control device when a vehicle equipped with the vehicle behavior control device according to the embodiment of the present invention performs a lane change to the left lane; FIG. 5A is a plan view schematically showing a vehicle that performs a lane change, FIG. 5B is a diagram showing a change in the steering angle of the vehicle that performs a lane change, as shown in FIG. FIG. 5C is a diagram showing a change in yaw rate generated in a vehicle that is steered as shown in FIG. 5B, and FIG. 5D is a vehicle in which the yaw rate changes as shown in FIG. 5C. FIG. 5E is a diagram illustrating a change in the torque control amount of the motor determined by the driving force control unit based on the yaw acceleration illustrated in FIG. In FIG. 5 (f), steering is performed as shown in FIG. 5 (b). Change in the yaw rate generated in the vehicle when the motor torque control is performed as shown in FIG. 5E, and the change in the yaw rate generated in the vehicle when the motor torque control is not performed. FIG.

Hereinafter, a vehicle behavior control apparatus according to an embodiment of the present invention will be described with reference to the accompanying drawings.
First, a vehicle equipped with a vehicle behavior control apparatus according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a block diagram showing an overall configuration of a vehicle equipped with a vehicle behavior control apparatus according to an embodiment of the present invention.

  As shown in FIG. 1, a vehicle 1 equipped with the vehicle behavior control apparatus according to the present embodiment is an electric vehicle or a hybrid vehicle equipped with a battery 2 (secondary battery) as a power source. A motor 6 for driving the drive wheels 4 (left and right front wheels in the example of FIG. 1) is mounted on the front of the vehicle body. The DC power supplied from the battery 2 is converted into AC power and supplied to the motor 6, and the regenerative power generated by the motor 6 is converted into DC power and supplied to the battery 2 to charge the battery 2. An inverter 8 is disposed in the vicinity of the motor 6.

The vehicle 1 also includes a steering angle sensor 12 that detects the rotation angle of the steering wheel 10 and a yaw rate sensor 14 that detects the rotation angular velocity (yaw rate) of the vehicle 1 around the vertical axis (yaw axis). Each of these sensors outputs the detected value to the vehicle behavior control device 16.
Further, the vehicle 1 includes an indicator 18 that displays information related to behavior control of the vehicle 1 by the vehicle behavior control device 16.
Further, the battery 2 includes a battery state detection unit 20 that detects the SOC (State Of Charge) and temperature of the battery 2.

Next, an electrical configuration of the vehicle behavior control apparatus 16 according to the embodiment of the present invention will be described with reference to FIG. FIG. 2 is a block diagram showing an electrical configuration of the vehicle behavior control apparatus 16 according to the embodiment of the present invention.
The vehicle behavior control device 16 includes a yaw acceleration calculation unit 22 that calculates the yaw acceleration of the vehicle 1 and a driving force control unit 24 that reduces the driving force of the vehicle 1 according to the yaw acceleration of the vehicle 1.
The vehicle behavior control device 16 receives the steering angle detected by the steering angle sensor 12, the yaw rate detected by the yaw rate sensor 14, and the SOC and temperature of the battery 2 detected by the battery state detection unit 20.

The yaw acceleration calculation unit 22 calculates the yaw acceleration of the vehicle 1 based on the yaw rate input from the yaw rate sensor 14.
The driving force control unit 24 determines a torque reduction amount (that is, a driving force reduction amount) of the motor 6 based on the yaw acceleration of the vehicle 1 and the state of the battery 2, and realizes the torque reduction amount of the motor 6. The amount of regenerative power generated by the motor 6 is controlled. Further, the driving force control unit 24 outputs information indicating whether or not the driving force control unit 24 can control the driving force of the motor 6 to the indicator 18.
The yaw acceleration calculation unit 22 and the driving force control unit 24 are a CPU, various programs that are interpreted and executed on the CPU (a basic control program such as an OS, and an application that is activated on the OS and realizes a specific function. And a computer having an internal memory such as a ROM or RAM for storing the program and various data.

Next, processing performed by the vehicle behavior control device 16 will be described with reference to FIGS. 3 and 4.
FIG. 3 is a flowchart of behavior control processing in which the vehicle behavior control device 16 according to the embodiment of the present invention controls the behavior of the vehicle 1. This behavior control process is activated and executed repeatedly when the ignition of the vehicle 1 is turned on and the vehicle behavior control device 16 is powered on.

  As shown in FIG. 3, when the behavior control process is started, the driving force control unit 24 acquires the steering angle detected by the steering angle sensor 12 in step S1.

  Next, in step S2, the driving force control unit 24 determines whether or not the steering angle acquired in step S1 is greater than or equal to a predetermined threshold value. As a result, when the steering angle is not greater than or equal to a predetermined threshold (below the threshold), the vehicle behavior control device 16 does not need to control the behavior of the vehicle 1 because steering is not performed, and behavior control is performed. The process ends.

  On the other hand, when the steering angle is equal to or greater than the predetermined threshold, the process proceeds to step S3, and the driving force control unit 24 acquires the SOC and temperature of the battery 2 detected by the battery state detection unit 20.

  Next, in step S4, the driving force control unit 24 determines whether or not the battery 2 can recover the regenerative power generated by the motor 6 based on the state of the battery 2 acquired in step S3. The driving force control unit 24 determines that the battery 2 can recover the regenerative power generated by the motor 6 when the SOC of the battery 2 is equal to or lower than the predetermined value and the temperature of the battery 2 is equal to or lower than the predetermined temperature.

  As a result, when the battery 2 can recover the regenerative power generated by the motor 6, the process proceeds to step S5, and the yaw acceleration calculation unit 22 calculates the yaw acceleration of the vehicle 1 based on the yaw rate input from the yaw rate sensor 14. To do. Specifically, the yaw acceleration calculation unit 22 calculates the yaw acceleration by differentiating the yaw rate input from the yaw rate sensor 14 with respect to time.

Next, in step S6, the driving force control unit 24 determines a torque reduction amount (basic control intervention torque) of the motor 6 based on the yaw acceleration calculated by the yaw acceleration calculation unit 22 in step S5. This basic control intervention torque is a torque reduction amount for causing an appropriate deceleration in the vehicle 1 traveling on the curve, and is ideally determined without taking into consideration the regenerative power amount that can be recovered by the battery 2. Value.
Specifically, the driving force control unit 24 refers to a map showing the relationship between the yaw acceleration and the basic control intervention torque, and determines the basic control intervention torque corresponding to the yaw acceleration calculated by the yaw acceleration calculation unit 22 in step S5. Identify.
FIG. 4 is a map that is referred to when the driving force control unit 24 according to the embodiment of the present invention determines the basic control intervention torque based on the yaw acceleration. The horizontal axis in FIG. 4 indicates the yaw acceleration, and the vertical axis indicates the basic control intervention torque. As shown in FIG. 4, as the yaw acceleration increases, the basic control intervention torque corresponding to the yaw acceleration gradually approaches a predetermined upper limit value (15 Nm in FIG. 4). That is, the driving force control unit 24 controls to increase the basic control intervention torque and reduce the increase rate of the increase amount as the yaw acceleration increases.

Next, in step S7, the driving force control unit 24 determines the control intervention acceptable torque based on the state of the battery 2 acquired in step S3. This control intervention acceptable torque is a torque reduction amount of the motor corresponding to the maximum regenerative power amount that can be recovered by the battery 2.
Specifically, the driving force control unit 24 specifies the regenerative power amount that the battery 2 can recover from the motor 6 and the maximum current that can be supplied to the battery 2 based on the SOC and temperature of the battery 2, and these regenerative power. Based on the amount and the maximum current, the regenerative power allowed for the motor 6 is calculated. Then, a regenerative torque corresponding to the allowable regenerative power is calculated as a control intervention acceptable torque.

  Next, in step S8, the driving force control unit 24 determines a corrected control intervention torque obtained by correcting the basic control intervention torque determined by the driving force control unit 24 in step S6. Specifically, the driving force control unit 24 determines the smaller one of the basic control intervention torque determined in step S6 and the control intervention acceptable torque determined in step S7 as the corrected control intervention torque.

  Next, in step S9, the driving force control unit 24 controls the amount of regenerative power generated by the motor 6 so that the torque reduction amount of the motor 6 becomes the correction control intervention torque determined in step S8. Specifically, the driving force control unit 24 controls the regenerative circuit in the inverter 8 so that the motor 6 generates regenerative power corresponding to the correction control intervention torque determined in step S8. As a result, the driving force control unit 24 decreases the driving force having a magnitude corresponding to the correction control intervention torque.

  In step S4, when the battery 2 cannot recover the regenerative power generated by the motor 6 (that is, when the SOC of the battery 2 is higher than a predetermined value or when the temperature of the battery 2 is higher than the predetermined temperature), step Proceeding to S <b> 10, the driving force control unit 24 causes the indicator 18 to display information indicating that the vehicle behavior control device 16 cannot execute control for reducing the driving force of the vehicle 1.

  After step S9 or S10, the vehicle behavior control device 16 ends the behavior control process.

  Next, the operation of the vehicle behavior control apparatus 16 according to the embodiment of the present invention will be described with reference to FIG. FIG. 5 is a line showing a time change of a parameter related to behavior control by the vehicle behavior control device 16 when the vehicle 1 equipped with the vehicle behavior control device 16 according to the embodiment of the present invention performs a lane change to the left lane. FIG.

  Fig.5 (a) is a top view which shows roughly the vehicle 1 which performs a lane change. As shown in FIG. 5A, the vehicle 1 turns left from the position A via the position B to the position C, and then turns right from the position C via the position D to the position E. Change the lane to the left lane.

FIG. 5B is a diagram showing a change in the steering angle of the vehicle 1 that performs the lane change as shown in FIG. In FIG. 5B, the horizontal axis indicates time, and the vertical axis indicates the steering angle (leftward is positive).
As shown in FIG. 5B, leftward steering is started at position A, and then the leftward steering angle gradually increases, and at position B, the leftward steering angle becomes maximum. Thereafter, the leftward steering angle gradually decreases, and the steering angle becomes zero at position C. Next, rightward steering is started from the position C, the rightward steering angle becomes maximum at the position C, and then the rightward steering angle gradually decreases, and the steering angle becomes zero again at the position E.

FIG. 5C is a diagram showing a change in the yaw rate generated in the vehicle 1 that is steered as shown in FIG. In FIG. 5C, the horizontal axis indicates time, and the vertical axis indicates yaw rate (clockwise (CW) is positive).
As shown in FIG. 5C, the yaw rate generated in the vehicle 1 changes in proportion to the change in the steering angle. That is, when leftward steering is started at the position A, a counterclockwise (CCW) yaw rate is generated in the vehicle 1, and a counterclockwise yaw rate is maximized at the position B. Thereafter, the counterclockwise yaw rate gradually decreases, and the yaw rate becomes zero at position C. Next, when the rightward steering is started at the position C, a clockwise (CW) yaw rate is generated in the vehicle 1, and the clockwise yaw rate is maximized at the position D. Thereafter, the clockwise yaw rate gradually decreases, and at the position E, the yaw rate becomes zero.

FIG. 5D is a diagram showing a change in the yaw acceleration generated in the vehicle 1 in which the yaw rate changes as shown in FIG. In FIG. 5D, the horizontal axis indicates time, and the vertical axis indicates yaw acceleration (clockwise (CW) is positive).
The yaw acceleration generated in the vehicle 1 is represented by time differentiation of the yaw rate generated in the vehicle 1. That is, as shown in FIG. 5D, when leftward steering is started at the position A and a counterclockwise yaw rate is generated in the vehicle 1, a counterclockwise (CCW) yaw acceleration is generated in the vehicle 1, The counterclockwise yaw acceleration becomes maximum between the position A and the position B. Thereafter, the counterclockwise yaw acceleration decreases, and when the counterclockwise yaw rate becomes maximum at the position B, the yaw acceleration becomes zero. Further, when the counterclockwise yaw rate decreases from position B to position C, clockwise (CW) yaw acceleration is generated in the vehicle 1 and becomes maximum at position C. Next, rightward steering is started at position C, a clockwise yaw rate is generated in the vehicle 1, and the clockwise yaw acceleration decreases until the clockwise yaw rate reaches a maximum at position D, and the yaw acceleration at position D is reached. Becomes 0. Thereafter, when the clockwise yaw rate decreases from the position D to the position E, a counterclockwise yaw acceleration is generated in the vehicle 1, and after the counterclockwise yaw acceleration between the position D and the position E becomes maximum, At the position E, the yaw acceleration becomes zero.

FIG. 5E is a diagram showing a change in the torque control amount of the motor 6 determined by the driving force control unit 24 based on the yaw acceleration shown in FIG. In FIG. 5E, the horizontal axis indicates time, and the vertical axis indicates the torque control amount (torque increase is positive).
FIG. 5E shows a case where the correction control intervention torque determined by the driving force control unit 24 in step S8 of the behavior control process described above is equal to the basic control intervention torque determined by the driving force control unit 24 in step S6 ( That is, the basic control intervention torque is smaller than the control intervention acceptable torque determined by the driving force control unit 24 in step S7).
As described above, the driving force control unit 24 performs control so that the basic control intervention torque is increased and the increase rate of the increase amount is reduced as the yaw acceleration increases. Therefore, as shown in FIG. 5E, when a counterclockwise yaw acceleration is generated in the vehicle 1 at the position A, the torque reduction amount increases with an increase in the yaw acceleration, and between the position A and the position B. When the counterclockwise yaw acceleration is maximized, the torque reduction amount is also maximized. Thereafter, the torque reduction amount decreases as the yaw acceleration decreases counterclockwise. When the yaw acceleration becomes zero at the position B, the torque reduction amount also becomes zero. Further, as the clockwise (CW) yaw acceleration increases from position B to position C, the torque reduction amount also increases. When the clockwise yaw acceleration becomes maximum at position C, the torque reduction amount also becomes maximum. Next, as the clockwise yaw acceleration decreases from position C to position D, the torque reduction amount also decreases. When the yaw acceleration becomes zero at position D, the torque reduction amount also becomes zero. Further, when counterclockwise yaw acceleration is generated in the vehicle 1 at the position D, the torque reduction amount increases as the yaw acceleration increases, and the counterclockwise yaw acceleration between the position D and the position E is maximized. Then, the amount of torque reduction is also maximized. Thereafter, the torque reduction amount decreases as the yaw acceleration decreases counterclockwise. When the yaw acceleration becomes zero at the position E, the torque reduction amount also becomes zero.

FIG. 5 (f) is generated in the vehicle 1 when the torque control of the motor 6 is performed as shown in FIG. 5 (e) in the vehicle 1 that is steered as shown in FIG. 5 (b). FIG. 6 is a diagram showing a change in yaw rate and a change in yaw rate that occurs in the vehicle 1 when torque control of the motor 6 is not performed. In FIG. 5 (f), the horizontal axis indicates time, and the vertical axis indicates yaw rate (clockwise (CW) is positive). Further, a solid line in FIG. 5F indicates a change in the yaw rate generated in the vehicle 1 when the torque control of the motor 6 is performed, and a broken line occurs in the vehicle 1 when the torque control of the motor 6 is not performed. Shows the change in yaw rate.
When the leftward steering is started at the position A and the torque reduction amount increases as the counterclockwise yaw acceleration increases as shown in FIG. 5E, the load on the front wheels, which are the steering wheels of the vehicle 1, increases. . As a result, since the frictional force between the front wheels and the road surface increases, the turning ability of the vehicle 1 is improved. That is, as shown in FIG. 5 (f), when the torque control of the motor 6 is not performed between the position A and the position B, the case where the torque control of the motor 6 is performed in the vehicle 1. The generated counterclockwise yaw rate is increased.
Further, when the rightward steering is started at the position C, the counterclockwise yaw acceleration is maximized as shown in FIG. 5E, and accordingly, the torque reduction amount is also maximized. Therefore, the load on the front wheels that are the steering wheels of the vehicle 1 is increasing. As a result, since the frictional force between the front wheels and the road surface is increased, the turning ability of the vehicle 1 is improved. That is, as shown in FIG. 5 (f), when the torque control of the motor 6 is not performed between the position C and the position D, the vehicle 1 is more susceptible to the vehicle 1. The generated clockwise yaw rate is increased.

Next, further modifications of the embodiment of the present invention will be described.
In the embodiment described above, it has been described that the vehicle 1 equipped with the vehicle behavior control device 16 is equipped with the battery 2 as a power source. However, the vehicle behavior control is performed on the vehicle 1 equipped with a gasoline engine or a diesel engine as a power source. The device 16 may be mounted. In this case, the driving force control unit 24 controls the fuel injection amount and the transmission according to the yaw acceleration to reduce the driving force by the gasoline engine or the diesel engine.

  In the above-described embodiment, it has been described that the driving force control unit 24 determines the torque reduction amount of the motor 6 based on the yaw acceleration calculated by the yaw acceleration calculation unit 22, but other related to the yaw rate of the vehicle 1. The torque reduction amount of the motor 6 may be determined based on these parameters. For example, a lateral acceleration generated as the vehicle 1 turns is detected by an acceleration sensor mounted on the vehicle 1, and the driving force control unit 24 determines a torque reduction amount of the motor 6 based on the lateral acceleration. May be. In this case, the driving force control unit 24 controls to increase the torque reduction amount of the motor 6 of the vehicle 1 and reduce the increase rate of the increase amount as the lateral acceleration generated in the vehicle 1 increases.

  Next, the effect of the vehicle behavior control device 16 according to the above-described embodiment of the present invention and the modification of the embodiment of the present invention will be described.

  First, the driving force control unit 24 of the vehicle behavior control device 16 increases the torque reduction amount of the motor 6 of the vehicle 1 and reduces the increase rate of the increase amount as the yaw acceleration of the vehicle 1 increases. Control. That is, when the steering of the vehicle 1 is started and the yaw acceleration starts to increase, the driving force control unit 24 rapidly increases the torque reduction amount of the motor 6, so that the deceleration is quickly increased at the start of the steering of the vehicle 1. 1 and a sufficient load can be quickly applied to the front wheels, which are the steering wheels. Thereby, the turning ability of the vehicle 1 in the early stage of the curve approach can be improved, and the responsiveness to the turning operation of the steering wheel 10 can be improved. Further, since the driving force control unit 24 decreases the rate of increase in the torque reduction amount of the motor 6 as the yaw acceleration increases, the deceleration generated in the vehicle 1 during the curve traveling does not become excessive, and at the end of steering. Deceleration can be quickly reduced. Therefore, it is possible to prevent the driver from feeling that the brake is dragged when the vehicle escapes from the curve. Thus, according to the vehicle behavior control device 16, the behavior of the vehicle 1 can be controlled so that the operation of the driver during cornering of the vehicle 1 becomes natural and stable.

  In particular, the vehicle 1 is an electrically driven vehicle having a motor 6 that drives wheels and a battery 2 that supplies electric power to the motor 6 and collects regenerative electric power generated by the motor 6. Reduces the driving force of the vehicle 1 by controlling the amount of regenerative electric power generated by the motor 6 in accordance with the yaw acceleration. That is, since the driving force control unit 24 reduces the torque of the motor 6 according to the yaw acceleration of the vehicle 1, the driving force of the vehicle 1 can be directly reduced. Therefore, compared with the case where the driving force of the vehicle 1 is reduced by controlling the hydraulic brake unit, the response of the driving force reduction can be improved, and the behavior of the vehicle 1 can be controlled more directly.

  Further, when it is determined that the battery 2 cannot recover the regenerative power generated by the motor 6 based on the state of the battery 2, the driving force control unit 24 does not reduce the driving force of the vehicle 1 and drives the vehicle 1. Information indicating that the force is not reduced is displayed on the indicator 18. That is, when the battery 2 is overcharged when the regenerative power generated by the motor 6 is collected by the battery 2 or when the temperature of the battery 2 exceeds the allowable temperature range, the driving force control unit 24 Since the torque is not reduced and regenerative power is not generated, the battery 2 can be prevented from being damaged. In addition, since the driving force control unit 24 displays information indicating that the driving force of the vehicle 1 is not reduced on the indicator 18, it is possible to prevent the driver from feeling uncomfortable because the driving force is not reduced when entering the curve.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Battery 4 Driving wheel 6 Motor 8 Inverter 10 Steering wheel 12 Steering angle sensor 14 Yaw rate sensor 16 Vehicle behavior control device 18 Indicator 20 Battery state detection part 22 Yaw acceleration calculation part 24 Driving force control part

Claims (3)

In a vehicle behavior control device that controls the behavior of a vehicle that steers front wheels,
A yaw rate related amount acquisition means for acquiring a yaw acceleration as a yaw rate related amount related to the yaw rate of the vehicle;
Driving force control means for reducing the driving force of the vehicle in accordance with the yaw acceleration acquired by the yaw rate related amount acquisition means,
The driving force control means, as the yaw acceleration increases, it is reduced to and increase the proportion of the increase amount increases the driving force reduction amount of the vehicle is controlled in so that to asymptotic to a predetermined upper limit value,
Vehicle behavior control device characterized by the above. The vehicle is an electrically driven vehicle having a motor that drives wheels, and a battery that supplies power to the motor and collects regenerative power generated by the motor,
2. The vehicle behavior control device according to claim 1, wherein the driving force control means reduces the driving force of the vehicle by controlling a regenerative electric power generated by the motor according to the yaw acceleration . 3. The electrically driven vehicle further includes battery state detection means for detecting the state of the battery, and display means for displaying information related to control by the driving force control means,
The driving force control means does not reduce the driving force of the vehicle and reduces the driving force of the vehicle when it is determined that the battery cannot recover the regenerative power generated by the motor based on the state of the battery. The vehicle behavior control device according to claim 2, wherein information indicating that no reduction is to be performed is displayed on the display unit.

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