JP6171661B2 - Vehicle behavior control apparatus and vehicle behavior control method - Google Patents

Description

  The present invention relates to a vehicle behavior control apparatus and a vehicle behavior control method for controlling the roof behavior of a vehicle according to the state of a traveling road surface using friction generated in a suspension.

Conventionally, as a technique for controlling the vehicle roof behavior (the behavior of the vehicle body), for example, there is a technique described in Patent Document 1.
In the technique described in Patent Document 1, the friction generated in the suspension is detected based on the lateral force acting on the vehicle. Then, the detected friction is subtracted from the suppression target value for suppressing the roof behavior of the vehicle body to calculate the target value of the friction generated by the suspension in order to suppress the roof behavior of the vehicle body. Further, in order to generate a target value of friction in the suspension, the driving of the actuator is controlled.

JP 2010-137796 A

However, in the technique described in Patent Document 1, it is generated in the suspension in order to suppress the roofing behavior of the vehicle body without considering the vehicle driving method, that is, the wheel capable of generating the driving force (driving torque). A target value of friction to be calculated is calculated. For this reason, it is difficult to distribute the driving force for generating the friction in the suspension to suppress the roof behavior of the vehicle body to the wheels that can actually generate the driving force at a rate that stabilizes the steering characteristics of the vehicle. It may become. This may cause a problem that it becomes difficult to stabilize the steering characteristics of the vehicle during cornering when the steering characteristics of the vehicle tend to be understeer characteristics or oversteer characteristics.
The present invention has been made paying attention to the above problems, and is a vehicle capable of performing control for suppressing the roof behavior of the vehicle body during turning and control for stabilizing the steering characteristics of the vehicle. It is an object to provide a behavior control device and a vehicle behavior control method.

In order to solve the above-mentioned problems, the present invention detects a wheel capable of generating a driving force among a plurality of wheels, a steering angle of a steering operator , estimates a lateral acceleration generated in a vehicle body, and performs a straight traveling vehicle The turning time, which is the elapsed time from when the vehicle enters the turning state, is less than the predetermined turning initial state determination time, and the turning angle absolute value, which is the absolute value of the detected steering angle, is set in advance. , greater when the estimated lateral G absolute value is an absolute value of the lateral acceleration that is estimated is steady turn less than the determination value set in advance is determined that the turning state of the vehicle is shifted from the initial state of turning on the steady turning state . When it is determined that the turning state of the vehicle has shifted from the initial turning state to the steady turning state, at least the turning direction causes friction due to braking force to the suspension installed on the inner wheel in the turning direction. By generating friction due to the driving force on the suspension installed on the outer wheel , the braking / driving is performed so that the steering characteristic of the vehicle during turning is made to be the neutral steering characteristic by the detected driving force generated on the wheel. Calculate the power distribution ratio.
Here, the braking / driving force distribution ratio is a distribution ratio between the braking force and the driving force of the wheels, which is necessary for causing the suspension to generate friction for suppressing the behavior of the vehicle body.
In order to solve the above problem, the present invention detects a wheel capable of generating a driving force among a plurality of wheels and a steering angle of a steering operator, estimates a lateral acceleration generated in the vehicle body, The turning time, which is the elapsed time from the time when the vehicle entered the turning state, is less than the preset turning initial state determination time, and the steering angle absolute value, which is the absolute value of the detected steering angle, is preset. When at least one of a condition that is less than a turning angle determination value and a condition that an estimated lateral G absolute value that is an absolute value of the estimated lateral acceleration is greater than or equal to a preset steady turning determination value is satisfied, It is determined that the turning state of the vehicle has shifted from the steady turning state to the turning escape state. Then, when it is determined that the turning state of the vehicle has shifted from the steady turning state to the turning escape state, at least friction generated by driving force is generated in the suspension installed on the wheels that are the inner wheels in the turning direction. Then, the braking / driving force distribution ratio is calculated so that the steering characteristic of the vehicle at the time of turning travel becomes a neutral steer characteristic by the detected driving force generated on the wheels.
In order to solve the above-mentioned problem, the present invention detects a wheel capable of generating a driving force among a plurality of wheels and a steering angle of a steering operator, and starts from a point when a straight traveling vehicle shifts to a turning state. The turning time that is the elapsed time is less than the predetermined turning initial state determination time, the absolute value of the detected steering angle exceeds the predetermined turning angle determination value, and the estimated lateral acceleration When the estimated lateral G absolute value, which is an absolute value, is less than a preset steady turn determination value, it is determined that the turning state of the vehicle has shifted from the initial turning state to the steady turning state. When it is determined that the turning state of the vehicle has shifted from the initial turning state to the steady turning state, at least the turning direction causes friction due to braking force to the suspension installed on the inner wheel in the turning direction. By generating friction due to the driving force on the suspension installed on the outer wheel, the braking / driving is performed so that the steering characteristic of the vehicle during turning is made to be the neutral steering characteristic by the detected driving force generated on the wheel. Calculate the power distribution ratio.
On the other hand, at least one of a condition in which the turning time is less than the turning initial state determination time and the steering angle absolute value is less than the turning steering angle determination value and the estimated lateral G absolute value is not less than the steady turning determination value. When the condition is satisfied, it is determined that the turning state of the vehicle has shifted from the steady turning state to the turning escape state. Then, when it is determined that the turning state of the vehicle has shifted from the steady turning state to the turning escape state, the vehicle is detected by generating friction due to the driving force on the suspension that is installed on the wheels that are the inner wheels at least in the turning direction. The braking / driving force distribution ratio is calculated so that the steering characteristic of the vehicle during turning traveling becomes a neutral steer characteristic by the driving force generated on the wheels.

According to the present invention, during turning, the suspension generates friction for suppressing the behavior of the vehicle body, and the steering characteristics of the vehicle with respect to the wheels capable of generating the driving force among the plurality of wheels are neutral steering characteristics. A driving force that generates
As a result, during turning, the wheel that can generate the driving force is controlled to generate the suspension with the friction for suppressing the roof behavior of the vehicle body and the friction for stabilizing the steering characteristics of the vehicle. It becomes possible to carry out appropriately.

It is a block diagram showing a schematic structure of a vehicle provided with a vehicle behavior control device of a first embodiment of the present invention. It is a block diagram which shows the structure of a brake actuator. It is a block diagram which shows schematic structure of a friction detection block. It is a block diagram which shows schematic structure of a braking force calculation part. It is a block diagram which shows schematic structure of a driving force calculation part. It is a block diagram which shows schematic structure of a suspension state calculation part. It is a block diagram which shows schematic structure of a suspension lateral force calculation part. It is a figure which shows a braking force friction calculation map. It is a figure which shows a driving force friction calculation map. It is a figure which shows a stroke position friction calculation map. It is a figure which shows a stroke speed friction calculation map. It is a figure which shows a lateral force friction calculation map. It is a block diagram which shows schematic structure of a riding comfort control block. It is a block diagram which shows schematic structure of a steering stability control block. It is a block diagram which shows schematic structure of a drive system detection block. It is a block diagram which shows schematic structure of a turning state determination block. It is a figure which shows the friction calculation map for braking force side behavior control. It is a figure which shows the friction calculation map for driving force side behavior control. It is a figure which shows a command hydraulic pressure conversion map. It is a figure which shows a drive torque correction value conversion map. It is a figure which shows the behavior at the time of the left turn of the vehicle controlled by the distribution ratio calculation mode in four-wheel individual drive and a non-high G state. It is a figure which shows the behavior at the time of the left turn of the vehicle controlled by the distribution ratio calculation mode in four-wheel individual drive and a high G state. It is a figure which shows the behavior at the time of the left turn of the vehicle controlled by the distribution ratio calculation mode in front-wheel drive and a non-high G state. It is a figure which shows the behavior at the time of the left turn of the vehicle controlled by the distribution ratio calculation mode in front-wheel drive and a high G state. It is a figure which shows the behavior at the time of the left turn of the vehicle controlled by the distribution ratio calculation mode in a rear-wheel drive and non-high G state. It is a figure which shows the behavior at the time of the left turn of the vehicle controlled by the distribution ratio calculation mode in a rear-wheel drive and high G state. It is a figure which shows the behavior at the time of the left turn of the vehicle controlled by the distribution ratio calculation mode in four-wheel parallel drive and a non-high G state. It is a figure which shows the behavior at the time of the left turn of the vehicle controlled by the distribution ratio calculation mode in a four-wheel parallel drive and high G state. It is a figure which shows the behavior at the time of the left turn of the vehicle controlled by the distribution ratio calculation mode in a four-wheel torque vector drive and a non-high G state. It is a figure which shows the behavior at the time of the left turn of the vehicle controlled by the distribution ratio calculation mode in a four-wheel torque vector drive and a high G state. It is a flowchart of the operation | movement performed using a vehicle behavior control apparatus. It is a flowchart which shows the process which determines whether the output of a driving force command value is permitted among the operations performed using a vehicle behavior control apparatus. It is a flowchart which shows the process which determines whether the output of a braking force command value is permitted among the operations performed using a vehicle behavior control apparatus. It is a flowchart which shows a part of process which calculates steering stability control side braking / driving force distribution ratio among operation | movement performed using a vehicle behavior control apparatus. It is a flowchart which shows a part of process which calculates the steering stability control side braking / driving force distribution ratio according to front-wheel drive among the operations performed using a vehicle behavior control apparatus. It is a flowchart which shows a part of process which calculates the steering stability control side braking / driving force distribution ratio according to a rear-wheel drive among the operations performed using a vehicle behavior control apparatus. It is a flowchart which shows a part of process which calculates the steering stability control side braking / driving force distribution ratio according to four-wheel parallel drive among the operations performed using a vehicle behavior control apparatus. It is a flowchart which shows a part of process which calculates the steering stability control side braking / driving force distribution ratio according to four-wheel torque vector drive among the operations performed using a vehicle behavior control apparatus. It is a flowchart which shows a part of process which calculates the steering stability control side braking / driving force distribution ratio according to four-wheel individual drive among the operations performed using a vehicle behavior control apparatus. It is a time chart which shows the process which a vehicle behavior control apparatus performs during driving | running | working of a vehicle, and is a figure which shows the change of the friction generated with respect to each suspension.

Embodiments of the present invention will be described below with reference to the drawings.
(First embodiment)
Hereinafter, a first embodiment of the present invention (hereinafter referred to as the present embodiment) will be described with reference to the drawings.
(Constitution)
FIG. 1 is a block diagram illustrating a schematic configuration of a vehicle V including the vehicle behavior control device 1 of the present embodiment.
As shown in FIG. 1, the vehicle V including the vehicle behavior control device 1 includes a G sensor 2, a yaw rate sensor 4, a steering angle sensor 6, a driver brake hydraulic pressure sensor 8, and an accelerator opening sensor 10. . In addition to this, the vehicle V includes a shift position sensor 12, a stroke sensor 14, a travel support mode switch 16, a wheel speed sensor 18, a drive system selection switch 140, a braking / driving force controller 20, a brake pedal 22, The master cylinder 24 is provided. Further, the vehicle V includes a brake actuator 26, a power control unit 28, a power unit 30, a wheel cylinder 32, wheels W (right front wheel WFR, left front wheel WFL, right rear wheel WRR, left rear wheel WRL), A suspension SP is provided.

The G sensor 2 includes a block having a function of a sprung vertical acceleration sensor, a block having a function of an unsprung vertical acceleration sensor, a block having a function of a lateral acceleration sensor, and a block having a function of a longitudinal acceleration sensor.
The block having the function of the sprung vertical acceleration sensor detects the acceleration in the vertical direction in the sprung portion of the vehicle body with respect to the vehicle V. Then, an information signal including the detected acceleration (in the following description, may be described as a “sprung vertical acceleration signal”) is output to the braking / driving force controller 20.

The block having the function of the unsprung vertical acceleration sensor detects the acceleration in the vertical direction in the unsprung part of the vehicle body with respect to the vehicle V. Then, an information signal including the detected acceleration (in the following description, it may be described as “an unsprung vertical acceleration signal”) is output to the braking / driving force controller 20.
The block having the function of the lateral acceleration sensor detects acceleration in the lateral direction (vehicle width direction) of the vehicle body in the vehicle V (may be described as “actual lateral acceleration” in the following description). Then, an information signal including the detected actual lateral acceleration (in the following description, may be described as “actually measured lateral acceleration signal”) is output to the braking / driving force controller 20.

The block having the function of the longitudinal acceleration sensor detects acceleration in the longitudinal direction of the vehicle body (vehicle longitudinal direction) with respect to the vehicle V. Then, an information signal including the detected acceleration (in the following description, may be described as “longitudinal acceleration signal”) is output to the braking / driving force controller 20.
The yaw rate sensor 4 detects the yaw rate of the vehicle V (change speed of the rotation angle in the direction in which the vehicle body turns), and may be described as an information signal including the detected yaw rate (in the following description, “yaw rate signal”). ) Is output to the braking / driving force controller 20.

For example, the steering angle sensor 6 is provided in a steering column (not shown) that rotatably supports a steering operator (for example, a steering hole) (not shown).
The steering angle sensor 6 detects the current steering angle, which is the current rotation angle (steering operation amount) of the steering operator with reference to the neutral position. Then, the steering angle sensor 6 outputs an information signal including the detected current steering angle (may be described as a “current steering angle signal” in the following description) to the braking / driving force controller 20.

  The driver brake hydraulic pressure sensor 8 detects a hydraulic pressure (driver brake hydraulic pressure) generated by a driver's depression operation of the brake pedal 22 among hydraulic pressures (brake hydraulic pressure) generated in the master cylinder 24. Then, an information signal including the detected driver brake fluid pressure (may be described as “driver brake fluid pressure signal” in the following description) is output to the braking / driving force controller 20.

The accelerator opening sensor 10 detects the opening of an accelerator pedal (not shown), and an information signal including the detected opening (may be referred to as “accelerator opening signal” in the following description) Output to the controller 20.
The shift position sensor 12 detects the position of a member that changes the gear position (for example, “P”, “D”, “R”, etc.) of the vehicle V, such as a shift knob or a shift lever. Then, an information signal including the detected position (may be described as “gear position signal” in the following description) is output to the braking / driving force controller 20.

  The stroke sensor 14 detects an actual stroke amount (actual displacement amount) of the suspension SP, and an information signal including the detected actual stroke amount (in the following description, may be described as “actual stroke amount signal”), Output to the braking / driving force controller 20. The stroke sensor 14 individually detects the actual stroke amount of the suspension SP installed for each wheel W, and generates an actual stroke amount signal.

  The driving support mode switch 16 is a switch for individually switching “ON” or “OFF” of VDC control and TCS control by a driver's operation. The driving support mode switch 16 may be described as an information signal including a state in which the control of the VDC and the control of the TCS are “ON” or “OFF” (in the following description, “driving support mode state signal”). ) Is output to the braking / driving force controller 20. Note that VDC is an abbreviation for “Vehicle Dynamics Control”, and TCS is an abbreviation for “Traction Control System”.

The wheel speed sensor 18 detects the rotational speed of the wheel W, and outputs an information signal including the detected rotational speed (in the following description, sometimes referred to as “wheel speed signal”) to the braking / driving force controller 20. To do.
In FIG. 1, the wheel speed sensor 18 that detects the rotational speed of the right front wheel WFR is indicated as a wheel speed sensor 18FR, and the wheel speed sensor 18 that detects the rotational speed of the left front wheel WFL is indicated as a wheel speed sensor 18FL. . Similarly, in FIG. 1, the wheel speed sensor 18 that detects the rotational speed of the right rear wheel WRR is shown as a wheel speed sensor 18RR, and the wheel speed sensor 18 that detects the rotational speed of the left rear wheel WRL is the wheel speed sensor. Shown as 18RL. In the following description, each wheel W and each wheel speed sensor 18 may be indicated as described above.
The drive system selection switch 140 is a switch that switches a drive system (drive system of the vehicle V) for driving each wheel W by a driver's operation. In addition, the driving method selection switch 140 sends an information signal including the driving method selected by the driver's operation (may be described as “selected driving method signal” in the following description) to the braking / driving force controller 20. Output.

In the present embodiment, the configuration of the vehicle V is configured such that the driving method of the vehicle V can be selected from the following five types of driving methods (D1 to D5).
D1. Four-wheel individual drive: Drive system that can individually control the rotational speed and drive torque of the right front wheel WFR, the left front wheel WFL, the right rear wheel WRR, and the left rear wheel WRL. D2. Front wheel drive: Drive system that controls the rotational speed and drive torque of the right front wheel WFR and the left front wheel WFL and does not apply drive force to the right rear wheel WRR and the left rear wheel WRL. D3. Rear wheel drive: Drive system that controls the rotational speed and drive torque of the right rear wheel WRR and the left rear wheel WRL and does not apply drive force to the right front wheel WFR and the left front wheel WFL. D4. Four-wheel parallel drive: command values for rotational speed and drive torque are set to the same value for a pair of wheels consisting of the right front wheel WFR and the left front wheel WFL and a pair of wheels consisting of the right rear wheel WRR and the left rear wheel WRL, respectively. Drive system to be controlled D5. Four-wheel torque vector drive: command values for rotational speed and drive torque are the same for a pair of wheels consisting of the right front wheel WFR and the right rear wheel WRR and a pair of wheels consisting of the left front wheel WFL and the left rear wheel WRL, respectively. Drive system to control

The braking / driving force controller 20 controls the entire vehicle V and is constituted by a microcomputer. Note that the microcomputer includes, for example, a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and the like.
Further, the braking / driving force controller 20 performs various processes, which will be described later, on the basis of various information signals that are input, and instructions signals (braking force command value, driving force command, etc.) for controlling the brake actuator 26 and the power unit 30. Value). That is, the braking / driving force controller 20 controls the drive motor and the friction brake in response to an acceleration / deceleration request by the driver of the vehicle V.

The braking / driving force controller 20 includes a friction detection block 34, a ride comfort control block 36, a steering stability control block 38, a drive system detection block 142, and a turning state determination block 144.
The configurations of the friction detection block 34, the ride comfort control block 36, the steering stability control block 38, and the turning state determination block 144 will be described later.
The drive method detection block 142 detects the current drive method (any one of D1 to D5 described above) of the vehicle V based on the selected drive method signal received from the drive method selection switch 140. Then, an information signal including the detected driving method (in the following description, may be described as “driving method detection result signal”) is output to the steering stability control block 38.

  It should be noted that the driving method of the vehicle V is automatically set when the wheel W is slipping even when only the front wheel or the rear wheel is selected as the driving wheel, such as D2 or D3. In addition, D1, D4, D5, that is, all the wheels W may be switched to drive wheels. In addition, the slip which generate | occur | produced in the wheel W is detected based on the speed difference etc. of the rotational speed which the wheel speed sensor 18 detected, for example.

Therefore, the current drive method of the vehicle V detected by the drive method detection block 142 is not limited to the drive method based on the selected drive method signal, that is, the drive method selected by the driver's intention, but automatically by the vehicle V. Including the driving method set to. Further, in the present embodiment, a case will be described in which the drive method automatically set by the vehicle V is given priority between the drive method selected by the driver's intention and the drive method automatically set by the vehicle V.
As described above, the driving method detection block 142 detects the wheel W that can generate the driving force among the plurality of wheels W. Furthermore, the drive system detection block 142 detects the drive system of the vehicle V based on the wheels W that have been detected as being capable of generating a driving force.

The brake pedal 22 is a pedal that is depressed when the driver of the vehicle V performs a braking operation, and transmits the pedal depression force of the driver to the master cylinder 24.
The master cylinder 24 generates two systems of hydraulic pressure according to the driver's pedal effort (tandem type). In this embodiment, as an example, the master cylinder 24 transmits the primary side to the left front wheel / right rear wheel wheel cylinder 32 and transmits the secondary side to the right front wheel / left rear wheel wheel cylinder 32 ( The case of using the diagonal split method will be described.

The brake actuator 26 is a hydraulic pressure control device interposed between the master cylinder 24 and each wheel cylinder 32. Further, the brake actuator 26 changes the hydraulic pressure of each wheel cylinder 32 in accordance with the braking command signal received from the braking / driving force controller 20 and applies a braking force to each wheel W. A specific configuration of the brake actuator 26 will be described later.
Further, the brake actuator 26 outputs a flag information signal indicating whether or not the ABS control is operating (in the following description, it may be described as “ABS operation flag signal”) to the braking / driving force controller 20. . Note that ABS is an abbreviation for “Antilocked Breaking System”.

Further, the brake actuator 26 generates an information signal including a command value of the brake fluid pressure applied to the wheels W by a system provided in the vehicle V (in the following description, it may be described as “additional function brake fluid pressure signal”). Output to the braking / driving force controller 20.
The system provided in the vehicle V is, for example, a system that performs preceding vehicle follow-up control, and is a system that controls the inter-vehicle distance between the vehicle V and the preceding vehicle to a distance corresponding to the vehicle speed of the vehicle V. .

Further, the brake actuator 26 outputs an information signal (indicated as “VDC hydraulic signal” in the drawing) including the command value of the brake hydraulic pressure applied to the wheel W by the VDC control described above to the braking / driving force controller 20. .
The power control unit 28 controls the driving force generated by the power unit 30 according to the drive command signal received from the braking / driving force controller 20.
In this embodiment, as will be described later, the power unit 30 is formed by using four drive motors built in each wheel W. For this reason, the power control unit 28 controls values (for example, motor driving torque, motor rotation speed) related to the driving force generated by each driving motor.

In addition, the power control unit 28 uses a braking / driving force controller 20 to generate a flag information signal (which may be referred to as a “TCS operation flag signal” in the following description) indicating whether or not the above-described TCS control is operating. Output to.
The power control unit 28 also outputs an information signal (which may be referred to as a “torque control signal” in the following description) including torque control values (torque control values) for the front wheels and rear wheels to the braking / driving force controller. 20 output.

The torque control value for the front wheels is, for example, a ratio of distributing the torque generated by the power unit 30 to the right front wheel WFR and the left front wheel WFL. The torque control value for the front wheels is, for example, torque applied to the right front wheel WFR and the left front wheel WFL by the above-described VDC control.
Further, the torque control value for the rear wheel is, for example, a ratio of distributing the torque generated by the power unit 30 to the right rear wheel WRR and the left rear wheel WRL. The torque control value for the rear wheel is, for example, torque applied to the right rear wheel WRR and the left rear wheel WRL by the VDC control described above.

Further, the power control unit 28 outputs an information signal including the current torque generated by the power unit 30 (may be described as “current torque signal” in the following description) to the braking / driving force controller 20. To do.
The power unit 30 is configured to generate the driving force of the vehicle V, and is formed by four driving motors that are built in each wheel W and that apply driving force to the built-in wheels W. That is, the vehicle V provided with the vehicle behavior control device 1 of the present embodiment is an electric vehicle (EV) in which the driving source of the wheels W is formed by a driving motor.

  In FIG. 1, the power unit 30 built in the right front wheel WFR is shown as a power unit 30FR, and the power unit 30 built in the left front wheel WFL is shown as a power unit 30FL. Similarly, in FIG. 1, the power unit 30 built in the right rear wheel WRR is shown as a power unit 30RR, and the power unit 30 built in the left rear wheel WRL is shown as a power unit 30RL. In the following description, each power unit 30 may be indicated as described above.

The drive motor is formed using, for example, a synchronous motor in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. The drive motor can be controlled by applying a three-phase alternating current generated by an inverter (not shown) based on a control command received from the power control unit 28. Furthermore, the drive motor can also operate as an electric motor that is driven to rotate by receiving power supplied from a battery (not shown) (this state is referred to as “powering”).
The wheel cylinder 32 generates a pressing force for pressing a brake pad (not shown) constituting the disc brake against a disc rotor (not shown) that rotates integrally with each wheel W.

In FIG. 1, the wheel cylinder 32 disposed with respect to the right front wheel WFR is denoted as a wheel cylinder 32FR, and the wheel cylinder 32 disposed with respect to the left front wheel WFL is denoted as a wheel cylinder 32FL. Similarly, in FIG. 1, the wheel cylinder 32 disposed with respect to the right rear wheel WRR is denoted as a wheel cylinder 32RR, and the wheel cylinder 32 disposed with respect to the left rear wheel WRL is denoted as a wheel cylinder 32RL. In the following description, each wheel cylinder 32 may be indicated as described above.
The suspension SP (suspension device) is a suspension device installed between each wheel W and the vehicle body of the vehicle V.
Further, the suspension SP specifically includes a link member that connects the vehicle body and members on the wheels W side, a spring that buffers relative motion between the wheels W and the vehicle body, and relative motion between the wheels W and the vehicle body. It has a shock absorber that attenuates.

  In FIG. 1, the suspension SP installed on the right front wheel WFR is indicated as a suspension SPFR, and the suspension SP installed on the left front wheel WFL is indicated as a suspension SPFL. Similarly, in FIG. 1, the suspension SP installed on the right rear wheel WRR is indicated as a suspension SPRR, and the suspension SP installed on the left rear wheel WRL is indicated as a suspension SPRL. In the following description, each suspension SP may be indicated as described above.

(Brake actuator configuration)
Next, the configuration of the brake actuator 26 will be described using FIG. 2 with reference to FIG.
FIG. 2 is a block diagram showing a configuration of the brake actuator 26.
The brake actuator 26 is formed by using a brake fluid pressure control circuit used for the above-described ABS control, TCS control, VDC control and the like.
Further, the brake actuator 26 forms the hydraulic pressure of each wheel cylinder 32FR, 32FL, 32RR, 32RL so that the pressure can be increased, held, and reduced regardless of the driver's brake operation.

The brake actuator 26 has two systems, a P (primary) system and an S (secondary) system, and has a so-called piping structure called X piping. In FIG. 2 and the following description, the P system may be described as “primary side” and the S system may be described as “secondary side”.
The primary side includes a first gate valve 122A, an inlet valve 124FL, an inlet valve 124RR, and an accumulator 126A. In addition, the primary side includes an outlet valve 128FL, an outlet valve 128RR, a second gate valve 1, a pump 132, and a damper chamber 134A.
The first gate valve 122A is a normally open valve that can close the flow path between the master cylinder 24, the wheel cylinder 32FL, and the wheel cylinder 32RR.

The inlet valve 124FL is a normally open valve that can close the flow path between the first gate valve 122A and the wheel cylinder 32FL.
The inlet valve 124RR is a normally open valve that can close the flow path between the first gate valve 122A and the wheel cylinder 32RR.
The accumulator 126A is a spring-type accumulator in which a compression spring faces the piston of the cylinder, and communicates between the wheel cylinder 32FL and the wheel cylinder 32RR and the inlet valve 124FL and the inlet valve 124RR.

The outlet valve 128FL is a normally closed valve that can open a flow path between the wheel cylinder 32FL and the accumulator 126.
The outlet valve 128RR is a normally closed valve that can open a flow path between the wheel cylinder 32RR and the accumulator 126.
The second gate valve 1 is a normally closed type that can open a flow path that communicates between the master cylinder 24 and the first gate valve 122A, and between the accumulator 126 and the outlet valve 128FL and outlet valve 128RR. It is a valve.

The pump 132 is formed by using a positive displacement pump such as a gear pump or a piston pump that can ensure a substantially constant discharge amount regardless of the load pressure.
Further, the pump 132 communicates the suction side between the accumulator 126 and the outlet valve 128FL and outlet valve 128RR. Further, the pump 132 communicates the discharge side between the first gate valve 122A, the inlet valve 124FL, and the inlet valve 124RR.

The damper chamber 134A is disposed on the discharge side of the pump 132 and suppresses pulsation of the brake fluid discharged from the pump 132 to reduce pedal vibration.
The secondary side includes a first gate valve 122B, an inlet valve 124FR, an inlet valve 124RL, and an accumulator 126B. In addition to this, the secondary side includes an outlet valve 128FR, an outlet valve 128RL, a second gate valve 130B, a pump 132, and a damper chamber 134B. That is, the primary side and the secondary side share the pump 132. Further, various configurations provided on the secondary side correspond to configurations provided on the primary side.

Each first gate valve 122, each inlet valve 124, each outlet valve 128, and each second gate valve 130 are two-port, two-position switching, single solenoid, spring offset type electromagnetically operated valves.
Each first gate valve 122 and each inlet valve 124 open the flow path at the non-excited normal position, and each outlet valve 128 and each second gate valve 130 close the flow path at the non-excited normal position. To be formed.

  With the above configuration, the primary side will be described as an example. The hydraulic pressure from the master cylinder 24 is directly transmitted to the wheel cylinders 32FL and 32RR and becomes a normal brake. This occurs when the first gate valve 122A, the inlet valves 124FL and 124RR), the outlet valves 128FL and 128RR, and the second gate valve 1 are all in the non-excited normal position.

  Even when the brake pedal is not operated, the brake fluid in the master cylinder 24 is sucked through the second gate valve 1. Further, the discharged hydraulic pressure can be transmitted to the wheel cylinders 32FL and 32RR via the inlet valves 124FL and 124RR to increase the pressure. This energizes and closes the first gate valve 122A while keeping the inlet valves 124FL and 124RR and the outlet valves 128FL and 128RR in the non-excited normal position. In addition to this, the second gate valve 1 can be excited and opened, and further the pump 132 is driven.

Further, it is possible to block the respective flow paths from the wheel cylinders 32FL and 32RR to the master cylinder 24 and the accumulator 126 to maintain the hydraulic pressures of the wheel cylinders 32FL and 32RR. This can be done by exciting and closing the inlet valves 124FL and 124RR when the first gate valve 122A, the outlet valves 128FL and 128RR, and the second gate valve 1 are in the non-excited normal position.
Furthermore, the hydraulic pressures of the wheel cylinders 32FL and 32RR can be reduced by flowing into the accumulator 126. This is possible when the first gate valve 122A and the second gate valve 1 are in the non-excited normal position, the inlet valves 124FL and 124RR are excited and closed, and the outlet valves 128FL and 128RR are excited and opened. It becomes.

Then, the hydraulic pressure flowing into the accumulator 126 is sucked by the pump 132 and returned to the master cylinder 24.
Note that the operation of normal braking, pressure increase, holding, and pressure reduction on the secondary side is the same as the operation on the primary side described above, and the description thereof is omitted.
Therefore, the braking / driving force controller 20 controls the drive of each first gate valve 122, each inlet valve 124, each outlet valve 128, each second gate valve 130, and the pump 132, and the hydraulic pressure of each wheel cylinder 32 is controlled. Increase, hold and reduce pressure.

(Configuration of the friction detection block 34)
Next, the configuration of the friction detection block 34 will be described using FIGS. 3 to 12 with reference to FIGS.
FIG. 3 is a block diagram showing a schematic configuration of the friction detection block 34.
As shown in FIG. 3, the friction detection block 34 includes a braking force calculation unit 40, a driving force calculation unit 42, a suspension state calculation unit 44, and a suspension lateral force calculation unit 46. In addition, the friction detection block 34 includes a braking force friction calculation unit 48, a driving force friction calculation unit 50, a suspension state friction calculation unit 52, a lateral force friction calculation unit 54, and a total friction calculation unit 56.

FIG. 4 is a block diagram illustrating a schematic configuration of the braking force calculation unit 40.
As shown in FIG. 4, the braking force calculation unit 40 includes a brake fluid pressure summation unit 58, a brake fluid pressure value selection unit 60, and a wheel braking force calculation unit 62.
Here, the processing performed by the brake fluid pressure summing unit 58, the brake fluid pressure value selecting unit 60, and the wheel braking force calculating unit 62 is performed on each wheel W (right front wheel WFR, left front wheel WFL, right rear wheel WRR, left rear wheel WRL). ) Individually.
The brake fluid pressure summing unit 58 receives a driver brake fluid pressure signal (shown as “driver brake fluid pressure” in the drawing) from the driver brake fluid pressure sensor 8. Further, the brake fluid pressure summing unit 58 sends an additional function brake fluid pressure signal (indicated as “additional function brake fluid pressure” in the figure) and a VDC fluid pressure signal (in the figure, “VDC fluid pressure”) from the brake actuator 26. Pressure)).

Then, the brake fluid pressure summing unit 58 sums the fluid pressure included in the received driver brake fluid pressure signal and the fluid pressure corresponding to the command value included in the additional function brake fluid pressure signal and the VDC fluid pressure signal. Then, an information signal including the combined hydraulic pressure (in the following description, may be described as “hydraulic pressure total value signal”) is output to the brake hydraulic pressure value selection unit 60.
In addition, when adding the hydraulic pressure according to the command value included in the VDC hydraulic pressure signal to other hydraulic pressures, for example, the driving assistance mode state signal output by the driving assistance mode switch 16 is referred to. Then, only when the state in which the control of the VDC is “ON” is included in the driving support mode state signal, the process of adding the hydraulic pressure corresponding to the command value included in the VDC hydraulic pressure signal to the other hydraulic pressure is performed. May be.

  The brake fluid pressure value selection unit 60 is formed by using, for example, a multiplexer circuit. Further, the brake hydraulic pressure value selection unit 60 receives an ABS operation flag signal (shown as “ABS operation flag” in the drawing) from the brake actuator 26. Further, the brake fluid pressure value selection unit 60 receives an input of the fluid pressure sum value signal from the brake fluid pressure summation unit 58. Further, the brake fluid pressure value selection unit 60 receives an input of an information signal (shown as “no fluid pressure” in the drawing) indicating the fluid pressure value when the brake fluid pressure stored in advance is “0”. receive.

  When the ABS operation flag signal is a flag information signal in which the ABS control is operating (“ON”), an information signal indicating a hydraulic pressure value when the brake hydraulic pressure is “0” is selected. On the other hand, when the ABS operation flag signal is a flag information signal in which the ABS control is not operating (“OFF”), the hydraulic pressure sum value signal is selected. Further, the selected signal is output to the wheel braking force calculation unit 62 as an information signal indicating the current brake fluid pressure (in the following description, it may be referred to as “current fluid pressure signal”).

  The wheel braking force calculation unit 62 adapts the brake hydraulic pressure included in the current hydraulic pressure signal received from the brake hydraulic pressure value selection unit 60 to a braking force calculation map stored in advance, so that the braking force of the wheel W is adjusted. Is calculated. Then, an information signal including the calculated braking force for each wheel W and the individual ID (right front wheel, left front wheel, right rear wheel, left rear wheel) of the wheel W for which the braking force has been calculated (in the following description, “individual” A wheel braking force signal ”may be output to the braking force friction calculation unit 48. Further, the individual wheel braking force signal is output to the steering stability control block 38.

  Here, in the braking force calculation map, as shown in the figure, the horizontal axis indicates the brake hydraulic pressure (in the figure, indicated as “hydraulic pressure”), and the vertical axis indicates the braking force of the wheel W (in the figure, This is a map showing “braking force”. Further, the relationship between the brake fluid pressure and the braking force of the wheel W shown in the braking force calculation map varies depending on the grip ability of the tire forming the wheel W. Specifically, as the brake fluid pressure increases and the braking force of the wheel W approaches the limit of the grip ability of the tire, the degree of increase in the braking force of the wheel W decreases.

As described above, the braking force calculation unit 40 calculates the braking force for each wheel W individually.
Further, the braking force calculation unit 40 calculates the braking force of the wheels W based on the traveling control of the vehicle V. Here, the traveling control of the vehicle V includes control of the braking force request by the driver of the vehicle V, control of the driving force request by the driver, and system control of the vehicle V. Further, the system control of the vehicle V is, for example, the preceding vehicle following traveling control, the lane keeping traveling control (lane keeping control), or the like.

FIG. 5 is a block diagram illustrating a schematic configuration of the driving force calculation unit 42.
As shown in FIG. 5, the driving force calculation unit 42 includes an estimated torque calculation unit 64, a torque value selection unit 66, and a wheel driving force calculation unit 68.
Here, the processing performed by the estimated torque calculation unit 64, the torque value selection unit 66, and the wheel driving force calculation unit 68 is performed for each wheel W individually.
The estimated torque calculation unit 64 receives an accelerator opening signal (indicated as “accelerator opening” in the drawing) from the accelerator opening sensor 10. The estimated torque calculation unit 64 also receives a current torque signal (shown as “current torque” in the figure) and a torque control signal (shown as “torque control function” in the figure) from the power control unit 28. Receive.

Then, the estimated torque calculation unit 64 calculates the estimated torque based on the accelerator opening included in the received accelerator opening signal, the torque included in the current torque signal, and the torque included in the torque control signal. Then, an information signal including the calculated estimated torque (may be described as “estimated torque signal” in the following description) is output to the torque value selection unit 66.
The torque value selection unit 66 is formed using a multiplexer circuit, for example, like the brake fluid pressure value selection unit 60. Further, the torque value selection unit 66 receives an input of a TCS operation flag signal (shown as “TCS operation flag” in the drawing) from the power control unit 28. Further, the torque value selection unit 66 receives an estimated torque signal from the estimated torque calculation unit 64. Further, the torque value selection unit 66 receives an input of an information signal (shown as “torque zero” in the drawing) indicating that the torque stored in advance is “0”.

  When the TCS operation flag signal is a flag information signal in which the TCS control is operating (“ON”), an information signal having a torque of “0” is selected. On the other hand, when the TCS operation flag signal is a flag information signal in which the TCS control is not operated (“OFF”), the estimated torque signal is selected. Further, the selected signal is output to the wheel driving force calculation unit 68 as an information signal indicating the current torque (in the following description, it may be described as “current torque signal”).

  The wheel driving force calculation unit 68 adapts the torque included in the current torque signal received from the torque value selection unit 66 to a driving force calculation map stored in advance to drive the right front wheel WFR and the left front wheel WFL. Is calculated. Then, an information signal including the calculated driving force for each wheel W and the individual ID of the wheel W for which the driving force has been calculated (in the following description, may be described as “individual wheel driving force signal”) The result is output to the friction calculation unit 50 and the steering stability control block 38.

Here, as shown in the figure, the driving force calculation map is a map in which the horizontal axis indicates torque, and the vertical axis indicates the driving force of the wheels W (in the figure, indicated as “driving force”). The relationship between the torque shown in the driving force calculation map and the driving force of the wheels W varies depending on the grip ability of the tire forming the wheels W. Specifically, as the torque increases and the driving force of the wheel W approaches the limit of the grip ability of the tire, the degree of increase in the driving force of the wheel W decreases.
As described above, the driving force calculation unit 42 calculates the driving force for each wheel W individually.
Further, the driving force calculation unit 42 calculates the driving force of the wheels W based on the traveling control of the vehicle V. The traveling control of the vehicle V is the same as the description of the braking force calculation unit 40 described above.

FIG. 6 is a block diagram illustrating a schematic configuration of the suspension state calculation unit 44.
As shown in FIG. 6, the suspension state calculation unit 44 includes a spring upper integration processing unit 70, an unsprung integration processing unit 72, and a vertical acceleration addition / subtraction processing unit 74. In addition to this, the suspension state calculation unit 44 includes a stroke speed integration processing unit 76, a stroke speed differentiation processing unit 78, a wheel stroke selection unit 80, and a wheel stroke speed selection unit 82.
Here, the processing performed by the upper spring integration processing unit 70, the lower spring integration processing unit 72, the vertical acceleration addition / subtraction processing unit 74, and the stroke speed integration processing unit 76 is performed individually for each suspension SP. In addition to this, the processing performed by the stroke speed differentiation processing unit 78, the wheel stroke selection unit 80, and the wheel stroke speed selection unit 82 is performed individually for each suspension SP.

  The spring upper integration processing unit 70 receives an input of a sprung vertical acceleration signal from a block having a function of a sprung vertical acceleration sensor (shown as “sprung vertical G sensor” in the drawing). Then, the upper spring integration processing unit 70 integrates the vertical acceleration in the sprung portion included in the received sprung vertical acceleration signal, and calculates the displacement speed of the suspension SP in the vertical direction in the sprung portion. . Then, an information signal including the calculated displacement speed of the suspension SP in the up-down direction in the sprung portion (in the following description, may be described as “a sprung vertical speed signal”) to the vertical acceleration addition / subtraction processing unit 74. Output.

  The unsprung-side integration processing unit 72 receives an unsprung vertical acceleration signal from a block having a function of an unsprung vertical acceleration sensor (shown as “unsprung vertical G sensor” in the drawing). Then, the unsprung-side integration processing unit 72 integrates the acceleration in the vertical direction in the unsprung part included in the received unsprung vertical acceleration signal, and calculates the displacement speed of the suspension SP in the vertical direction in the unsprung part. To do. Further, an information signal including the calculated displacement speed of the suspension SP in the vertical direction in the unsprung part (in the following description, may be referred to as “unsprung vertical speed signal”) is sent to the vertical acceleration addition / subtraction processing unit 74. Output.

  The vertical acceleration addition / subtraction processing unit 74 receives the sprung vertical speed signal from the spring upper integration processing unit 70 and receives the unsprung vertical speed signal from the unsprung integration processing unit 72. Then, the estimated stroke speed of the suspension SP is calculated by subtracting the displacement speed included in the received unsprung vertical speed signal from the displacement speed included in the received sprung vertical speed signal. Further, an information signal including the calculated estimated stroke speed (may be described as “estimated stroke speed signal” in the following description) is output to the stroke speed integration processing unit 76 and the wheel stroke speed selection unit 82.

  The stroke speed integration processing unit 76 integrates the estimated stroke speed included in the estimated stroke speed signal received from the vertical acceleration addition / subtraction processing unit 74, and calculates the estimated stroke amount (estimated displacement amount) of the suspension SP. Then, an information signal including the calculated estimated stroke amount of the suspension SP (in the following description, may be described as “estimated stroke amount signal”) is output to the wheel stroke selection unit 80.

  The stroke speed differentiation processing unit 78 differentiates the measured stroke amount of the suspension SP included in the measured stroke amount signal received from the stroke sensor 14 per unit time, and calculates the measured stroke speed of the suspension SP. Then, an information signal including the calculated actual measured stroke speed of the suspension SP (in the following description, may be described as “actually measured stroke speed signal”) is output to the wheel stroke speed selection unit 82.

  The wheel stroke selection unit 80 selects one of the actual stroke amount included in the actual stroke amount signal and the estimated stroke amount included in the estimated stroke amount signal as the stroke amount of the suspension SP. Then, the stroke position of the suspension SP is calculated based on the selected stroke amount and the neutral position of the suspension SP. Here, the neutral position of the suspension SP is the position of the suspension SP in an unloaded state. The stroke position of the suspension SP is a position displaced by a selected stroke amount with reference to the position of the suspension SP in an unloaded state.

Further, the wheel stroke selection unit 80 outputs an information signal including the calculated stroke position (in the following description, sometimes described as “suspension stroke position signal”) to the suspension state friction calculation unit 52. The suspension stroke position signal includes the individual ID of the wheel W on which the suspension SP with the stroke amount selected is installed.
Here, the wheel stroke selection unit 80 performs a process of selecting the estimated stroke amount as the stroke amount of the suspension SP when, for example, an abnormality such as a failure occurs in the stroke sensor 14.

  The wheel stroke speed selection unit 82 selects one of the estimated stroke speed included in the estimated stroke speed signal and the actually measured stroke speed included in the actually measured stroke speed signal as the stroke speed of the suspension SP. Then, an information signal including the selected stroke speed (may be described as “suspension stroke speed signal” in the following description) is output to the suspension state friction calculation unit 52. The suspension stroke speed signal includes the individual ID of the wheel W on which the suspension SP that has selected the stroke speed is installed.

Here, the wheel stroke speed selection unit 82 performs a process of selecting the estimated stroke speed as the stroke speed of the suspension SP, for example, when an abnormality such as a failure occurs in the stroke sensor 14.
As described above, the suspension state calculation unit 44 calculates the stroke position of each suspension SP (suspension SPFR, suspension SPFL, suspension SPRR, suspension SPRL) individually.
In addition, the suspension state calculation unit 44 calculates the stroke speed of each suspension SP individually.

FIG. 7 is a block diagram showing a schematic configuration of the suspension lateral force calculation unit 46.
As shown in FIG. 7, the suspension lateral force calculation unit 46 includes a vehicle state calculation unit 84, a lateral acceleration selection unit 86, a first wheel suspension lateral force calculation unit 88, and a second wheel suspension lateral force calculation unit 90. And a lateral force determination unit 92.
Here, the processing performed by the vehicle state calculation unit 84, the lateral acceleration selection unit 86, the first wheel suspension lateral force calculation unit 88, the second wheel suspension lateral force calculation unit 90, and the lateral force determination unit 92 is performed for each suspension SP. Individually.

The vehicle state calculation unit 84 receives an input of a wheel speed signal (shown as “vehicle speed” in the drawing) including the rotation speed of the wheel W for detecting the speed (vehicle speed) of the vehicle V from the wheel speed sensor 18. . Further, the vehicle state calculation unit 84 receives an input of a current steering angle signal (shown as “steering angle” in the drawing) from the steering angle sensor 6.
Then, the vehicle state calculation unit 84 calculates the estimated lateral acceleration using the vehicle speed based on the rotation speed of the wheel W included in the wheel speed signal and the current steering angle included in the current steering angle signal. Then, an information signal including the calculated estimated lateral acceleration (may be described as “estimated lateral acceleration signal” in the following description) is output to the lateral acceleration selecting unit 86.

Here, the calculation of the estimated lateral acceleration is performed by substituting the input vehicle speed and steering angle into the motion equation stored in advance. The equation of motion stores, for example, two types of cases where the configuration of the vehicle V is a two-wheel drive vehicle (2WD) and a four-wheel drive vehicle (4WD).
Further, the vehicle state calculation unit 84 uses the vehicle speed based on the rotation speed of the wheel W included in the wheel speed signal and the current steering angle included in the current steering angle signal, for example, for the wheel W per preset load. The slip angle is calculated as the vehicle state. Then, an information signal including the calculated vehicle state (which may be described as “calculated vehicle state signal” in the following description) is output to the second wheel suspension lateral force calculation unit 90.

The lateral acceleration selection unit 86 receives the estimated lateral acceleration signal from the vehicle state calculation unit 84 and inputs the measured lateral acceleration signal from a block having a function of a lateral acceleration sensor (in the figure, indicated as “lateral G sensor”). Receive. Then, one of the estimated lateral acceleration included in the estimated lateral acceleration signal and the measured lateral acceleration included in the measured lateral acceleration signal is selected as the lateral acceleration of the vehicle body. Further, an information signal including the selected lateral acceleration (in the following description, may be described as “selected lateral acceleration signal”) is output to the first wheel suspension lateral force calculation unit 88.
Here, the lateral acceleration selection unit 86 selects the estimated lateral acceleration as the lateral acceleration of the vehicle body when, for example, an abnormality such as a failure occurs in the G sensor 2 (a block having the function of the lateral acceleration sensor). Perform the process.

  The first wheel suspension lateral force calculation unit 88 adapts the lateral acceleration included in the selected lateral acceleration signal received from the lateral acceleration selection unit 86 to a prestored lateral force calculation map, and performs suspension SP. The lateral force of is calculated. Then, an information signal including the calculated lateral force for each suspension SP (in the following description, may be described as “first individual wheel lateral force signal”) is output to the lateral force determining unit 92. The first individual wheel lateral force signal includes the individual ID of the wheel W on which the suspension SP for which the lateral force is calculated is installed.

  Here, in the lateral force calculation map, as shown in the figure, the horizontal axis indicates the acceleration in the horizontal direction (in the figure, indicated as “lateral G”), and the vertical axis indicates the lateral force of the suspension SP (in the figure, , “Suspension lateral force”). Further, the relationship between the lateral acceleration and the lateral force shown in the lateral force calculation map varies depending on the grip ability of the tire forming the wheel W. Specifically, as the torque increases and the lateral force of the suspension SP approaches the limit of the grip ability of the tire, the degree of increase in the lateral force of the suspension SP decreases.

The second wheel suspension lateral force calculation unit 90 substitutes the vehicle state included in the calculated vehicle state signal received from the vehicle state calculation unit 84 into the specifications (tire model) of the wheel W stored in advance, The lateral force of the suspension SP is calculated. Then, an information signal including the calculated lateral force for each suspension SP (in the following description, may be described as “second individual wheel lateral force signal”) is output to the lateral force determining unit 92. The first individual wheel lateral force signal includes the individual ID of the wheel W on which the suspension SP for which the lateral force is calculated is installed, like the second individual wheel lateral force signal.
The specifications of the wheel W stored in the second wheel suspension lateral force calculation unit 90 may be updated / changed according to the travel distance of the vehicle V or the like.

The lateral force determination unit 92 calculates the lateral force for each suspension SP based on at least one of the lateral force included in the first individual wheel lateral force signal and the lateral force included in the second individual wheel lateral force signal. Then, an information signal including the calculated lateral force for each suspension SP (in the following description, may be described as “each wheel lateral force signal”) is output to the lateral force friction calculation unit 54.
Here, in the processing performed by the lateral force determination unit 92, for example, one of the lateral force included in the first individual wheel lateral force signal and the lateral force included in the second individual wheel lateral force signal is converted into a lateral force for each suspension SP. May be calculated as Further, the average value of the two lateral forces may be calculated as the lateral force for each suspension SP.
As described above, the suspension lateral force calculation unit 46 individually calculates the lateral force for each suspension SP.

  The braking force friction calculation unit 48 adapts the braking force included in the individual wheel braking force signal received from the braking force calculation unit 40 to a braking force friction calculation map stored in advance. Thus, the friction generated in each suspension SP is calculated by the braking force. Then, an information signal including the calculated friction for each suspension SP (in the following description, it may be described as “braking force friction signal”) is output to the total friction calculation unit 56. In the following description, the friction generated in the suspension SP by the braking force may be referred to as “braking force friction”.

  Here, as shown in FIG. 8, the braking force friction calculation map is a map showing the braking force of the wheels W (shown as “braking force [N]” in the drawing) on the horizontal axis. Further, the braking force friction calculation map is a map in which the vertical axis indicates the friction generated in the suspension SP by the braking force (indicated as “friction-braking force [N]” in the drawing). FIG. 8 is a diagram showing a braking force friction calculation map. Further, in FIG. 8, the friction generated in the suspension SP (suspension SPFR, suspension SPFL) connecting the front wheel WF and the vehicle body by the braking force is indicated by a solid line (in the figure, “friction-front axle braking force [N]”). Show). Further, in FIG. 8, the friction generated in the suspension SP (suspension SPRR, suspension SPRL) connecting the rear wheel WR and the vehicle body by the braking force is indicated by a broken line (in the figure, “friction-rear axle braking force [N]”). Is shown).

As described above, the braking force friction calculation unit 48 individually calculates the braking force friction generated based on the braking force calculated by the braking force calculation unit 40 for each suspension SP. The braking force friction is an estimated value of the friction generated in the suspension SP based on the braking force calculated by the braking force calculation unit 40.
The driving force friction calculation unit 50 adapts the driving force included in the individual wheel driving force signal received from the driving force calculation unit 42 to a driving force friction calculation map stored in advance. Thus, the friction generated in each suspension SP is calculated by the driving force. Then, an information signal including the calculated friction for each suspension SP (in the following description, it may be described as “driving force friction signal”) is output to the total friction calculation unit 56. In the following description, the friction generated in the suspension SP by the driving force may be referred to as “driving force friction”.

  Here, as shown in FIG. 9, the driving force friction calculation map is a map showing the driving force of the wheels W (shown as “driving force [N]” in the drawing) on the horizontal axis. Further, the driving force friction calculation map is a map showing the friction generated in the suspension SP by the driving force (indicated as “friction-driving force [N]” in the drawing) on the vertical axis. FIG. 9 is a diagram showing a driving force friction calculation map. Further, in FIG. 9, the friction generated in the suspension SP (suspension SPFR, suspension SPFL) connecting the front wheel WF and the vehicle body by the driving force is indicated by a solid line (in the drawing, “friction-front shaft driving force [N]”). Show).

  The two-wheel drive vehicle may be configured such that the right rear wheel WRR and the left rear wheel WRL are driven wheels, and the right front wheel WFR and the left front wheel WFL are drive wheels. Similarly, the two-wheel drive vehicle may be configured such that the right front wheel WFR and the left front wheel WFL are driven wheels, and the right rear wheel WRR and the left rear wheel WRL are drive wheels. For this reason, in FIG. 9, the friction generated in the suspension SP (suspension SPRR, suspension SPRL) connecting the rear wheel WR and the vehicle body by the driving force is indicated by a broken line (in the drawing, “friction-rear shaft driving force [N] "). Furthermore, in the driving force friction calculation map shown in FIG. 9, the right half of the map is used as the acceleration state region, and the left half of the map is used as the regenerative braking state region.

  As described above, the driving force friction calculation unit 50 individually calculates the driving force friction generated based on the driving force calculated by the driving force calculation unit 42 for each suspension SP (suspension SPFR, suspension SPFL). The driving force friction is an estimated value of the friction generated in the suspension SP based on the driving force calculated by the driving force calculation unit 42.

  The suspension state friction calculation unit 52 adapts the stroke position included in the suspension stroke position signal received from the suspension state calculation unit 44 to a stroke position friction calculation map stored in advance. Thus, the suspension state friction calculation unit 52 calculates the friction generated in the suspension SP according to the stroke position. Then, an information signal including the calculated friction for each suspension SP (in the following description, it may be described as “stroke position friction signal”) is output to the total friction calculation unit 56. In the following description, the friction generated in the suspension SP according to the stroke position may be referred to as “stroke position friction”.

  Here, as shown in FIG. 10, the stroke position friction calculation map is a map showing the stroke position of the suspension SP (shown as “stroke position [mm]” in the figure) on the horizontal axis. Further, the stroke position friction calculation map is a map showing, on the vertical axis, friction generated in the suspension SP in accordance with the stroke position (indicated as “friction-stroke position [N]” in the drawing). FIG. 10 is a diagram showing a stroke position friction calculation map. In FIG. 10, the friction generated in the suspension SP (suspension SPFR, suspension SPFL) connecting the front wheel WF and the vehicle body according to the stroke position is indicated by a solid line (in the figure, “friction—front shaft stroke position [mm] "). Further, the friction generated in the suspension SP (suspension SPRR, suspension SPRL) connecting the rear wheel WR and the vehicle body according to the stroke position is indicated by a broken line (in the figure, indicated as “friction—rear shaft stroke position [mm]”). It shows with. Furthermore, in the stroke position friction calculation map shown in FIG. 10, the right half of the map is used as an area indicating upward displacement, and the left half of the map is used as an area indicating downward displacement.

  The suspension state friction calculation unit 52 adapts the stroke speed included in the suspension stroke speed signal received from the suspension state calculation unit 44 to a stroke speed friction calculation map stored in advance. Thereby, the suspension state friction calculation unit 52 calculates the friction generated in the suspension SP according to the stroke speed. Then, an information signal including the calculated friction for each suspension SP (in the following description, it may be described as “stroke speed friction signal”) is output to the total friction calculation unit 56. In the following description, the friction generated in the suspension SP in accordance with the stroke speed may be referred to as “stroke speed friction”.

  Here, as shown in FIG. 11, the stroke speed friction calculation map is a map showing the stroke speed of the suspension SP (shown as “stroke speed [m / s]” in the figure) on the horizontal axis. Further, the stroke speed friction calculation map is a map showing the friction generated in the suspension SP in accordance with the stroke speed (indicated as “friction-stroke speed [N]” in the drawing) on the vertical axis. FIG. 11 is a diagram showing a stroke speed friction calculation map. In FIG. 11, the friction generated in the suspension SP (suspension SPFR, suspension SPFL) connecting the front wheel WF and the vehicle body according to the stroke speed is indicated by a solid line (in the figure, “friction-front shaft stroke speed [m / s] ”). Further, the friction generated in the suspension SP (suspension SPRR, suspension SPRL) connecting the rear wheel WR and the vehicle body according to the stroke speed is indicated by a broken line (in the figure, “friction—rear shaft stroke speed [m / s]”). Show). Furthermore, in the stroke speed friction calculation map shown in FIG. 11, the right half of the map is used as an area indicating upward displacement, and the left half of the map is used as an area indicating downward displacement.

As described above, the suspension state friction calculation unit 52 individually calculates the stroke position friction generated based on the stroke position calculated by the suspension state calculation unit 44 for each suspension SP. The stroke position friction is an estimated value of the friction generated in the suspension SP based on the stroke position calculated by the suspension state calculation unit 44.
Further, the suspension state friction calculation unit 52 individually calculates the stroke speed friction generated based on the stroke speed calculated by the suspension state calculation unit 44 for each suspension SP. The stroke speed friction is an estimated value of the friction generated in the suspension SP based on the stroke speed calculated by the suspension state calculation unit 44.

  The lateral force friction calculation unit 54 adapts the lateral force for each suspension SP included in each wheel lateral force signal received from the suspension lateral force calculation unit 46 to a stored lateral force friction calculation map. Thereby, the lateral force friction calculation unit 54 calculates the friction generated in the suspension SP according to the lateral force. Then, an information signal including the calculated friction for each suspension SP (in the following description, may be described as “lateral force friction signal”) is output to the total friction calculation unit 56. In the following description, the friction generated in the suspension SP according to the lateral force may be referred to as “lateral force friction”.

  Here, as shown in FIG. 12, the lateral force friction calculation map is a map showing the lateral force of the suspension SP (shown as “lateral force [N]” in the drawing) on the horizontal axis. Further, the lateral force friction calculation map is a map in which the vertical axis represents the friction generated in the suspension SP according to the lateral force (indicated as “friction-lateral force [N]” in the drawing). FIG. 12 is a diagram showing a lateral force friction calculation map. In FIG. 12, the friction generated in the suspension SP (suspension SPFR, suspension SPFL) connecting the front wheel WF and the vehicle body according to the lateral force is indicated by a solid line (in the figure, “friction—frontal lateral force [N] "). Further, the friction generated in the suspension SP (suspension SPRR, suspension SPRL) that connects the rear wheel WR and the vehicle body in accordance with the lateral force is indicated by a broken line (in the drawing, indicated as “friction—rear shaft lateral force [N]”). It shows with. Further, in the lateral force friction calculation map shown in FIG. 12, the right half of the map is used as an area corresponding to the lateral force to the right when the vehicle V is viewed from the rear in the vehicle front-rear direction, and the left half of the map is used as the vehicle V Is used as a region corresponding to the lateral force to the left as viewed from the rear in the vehicle longitudinal direction.

As described above, the lateral force friction calculation unit 54 individually calculates the lateral force friction generated based on the lateral force calculated by the suspension lateral force calculation unit 46 for each suspension SP. The lateral force friction is an estimated value of the friction generated in the suspension SP based on the lateral force calculated by the suspension lateral force calculation unit 46.
The braking force friction calculation map, the driving force friction calculation map, the stroke position friction calculation map, the stroke speed friction calculation map, and the lateral force friction calculation map described above are formed using data measured on a table run, a road run, or the like. To do. Here, traveling on the table refers to traveling on a chassis dynamometer, for example.

The total friction calculation unit 56 receives a braking force friction signal from the braking force friction calculation unit 48 and receives a driving force friction signal from the driving force friction calculation unit 50. In addition, a stroke position friction signal and a stroke speed friction signal are received from the suspension state friction calculation unit 52, and a lateral force friction signal is received from the lateral force friction calculation unit 54. Then, the braking force friction, the driving force friction, the stroke position friction, the stroke speed friction, and the lateral force friction are added together.
Thereby, the total friction of one suspension SP (in the following description, it may be described as “total friction of each wheel”) is calculated. Further, an information signal including the calculated total wheel friction (in the following description, may be described as “total wheel friction signal”) is output to the ride comfort control block 36 and the steering stability control block 38.

(Configuration of ride comfort control block 36)
Next, the configuration of the riding comfort control block 36 will be described with reference to FIGS. 1 to 12 and FIG.
FIG. 13 is a block diagram showing a schematic configuration of the ride comfort control block 36.
As shown in FIG. 13, the ride comfort control block 36 includes a ride comfort control side vehicle behavior calculation unit 94, a behavior suppression friction calculation unit 112, and a ride comfort control side target friction calculation unit 96. In addition, the riding comfort control block 36 includes a riding comfort control side braking / driving force distribution ratio calculation unit 98, a braking force command value calculation unit 100A, and a driving force command value calculation unit 102A.

  The ride comfort control side vehicle behavior calculation unit 94 receives the wheel speed signal (shown as “vehicle speed” in the drawing) and the current steering angle signal (shown as “steering angle” in the drawing). In addition, the ride comfort control side vehicle behavior calculation unit 94 receives an input of an unsprung vertical acceleration signal, an unsprung vertical acceleration signal, and an actually measured stroke amount signal (shown as “suspension” in the drawing). The ride comfort control-side vehicle behavior calculation unit 94 stores in advance specifications of the vehicle V (vehicle weight, balance of vehicle weight, etc., and may be described as “vehicle specifications” in the following description). I'm allowed.

  Also, the ride comfort control-side vehicle behavior calculation unit 94 calculates an estimated vertical behavior, which is an estimated value of the behavior of the vehicle V in the vertical direction, using the sprung vertical acceleration, the unsprung vertical acceleration, and the actually measured stroke amount. . Then, an information signal including the calculated estimated up-down behavior (in the following description, may be described as “estimated up-down behavior signal”) is output to the behavior suppression friction calculation unit 112. Note that the process of calculating the estimated vertical behavior may be performed with reference to vehicle specifications. That is, the ride comfort control-side vehicle behavior calculation unit 94 calculates the vertical behavior of the vehicle body, which is the behavior in the vertical direction generated in the vehicle body.

  The ride comfort control-side vehicle behavior calculation unit 94 calculates an estimated yaw rate, which is an estimated value of the yaw rate of the vehicle V, using the vehicle speed and the current steering angle. Then, an information signal including the calculated estimated yaw rate (in the following description, may be described as “estimated yaw rate signal”) is output to the riding comfort control side braking / driving force distribution ratio calculating unit 98. The process for calculating the estimated yaw rate may be performed with reference to vehicle specifications.

  The behavior suppression friction calculation unit 112 receives the estimated vertical behavior signal from the ride comfort control-side vehicle behavior calculation unit 94, and adapts the estimated vertical behavior included in the estimated vertical behavior signal to a pre-stored target friction calculation map. To calculate the behavior suppression friction. Then, an information signal including the calculated behavior suppression friction (in the following description, may be described as “behavior suppression friction signal”) is output to the ride comfort control side target friction calculation unit 96.

  Here, in the target friction calculation map, as shown in the figure, the horizontal axis indicates the estimated vertical behavior (shown as “vertical behavior” in the figure), and the vertical axis indicates behavior suppression friction (in the figure, “friction”). Is a map). In addition, the relationship between the estimated vertical behavior and the behavior suppression friction shown in the target friction calculation map is formed using data measured in advance on a table run or on a road.

The behavior suppression friction is friction generated in each suspension SP, which is necessary for suppressing the vertical behavior of the vehicle V.
The ride comfort control-side target friction calculation unit 96 receives a behavior suppression friction signal from the behavior suppression friction calculation unit 112 and receives an input of each wheel total friction signal from the total friction calculation unit 56. The ride comfort control side target friction calculation unit 96 receives the wheel speed signal described above.

The ride comfort control-side target friction calculation unit 96 calculates the ride comfort control wheel target friction using the behavior suppression friction, the total wheel friction, and the vehicle speed. Specifically, the friction obtained by subtracting the total wheel friction from the behavior suppression friction is calculated as each wheel target friction for ride comfort control.
Here, each wheel target friction for ride comfort control is a target value of the friction generated in each suspension SP in order to suppress the vertical behavior of the vehicle V.

Further, the ride comfort control-side target friction calculation unit 96 calculates a ride comfort control friction difference value that is a difference value between each ride comfort control wheel target friction and each wheel total friction. Then, an information signal including the calculated ride comfort control friction difference value (in the following description, it may be referred to as “ride comfort control friction difference value signal”) is calculated as a ride comfort control side braking / driving force distribution ratio. To the unit 98.
The ride comfort control side braking / driving force distribution ratio calculation unit 98 receives the ride comfort control friction difference value signal from the ride comfort control side target friction calculation unit 96 and receives the total wheel friction signal input from the total friction calculation unit 56. Receive. In addition, the riding comfort control side braking / driving force distribution ratio calculation unit 98 receives the estimated yaw rate signal from the riding comfort control side vehicle behavior calculation unit 94.

Then, the riding comfort control side braking / driving force distribution ratio calculation unit 98 uses the total friction for each wheel and the respective wheel target friction for riding comfort control for all the suspension SPs to calculate the total for each wheel target friction for riding comfort control. Calculate the excess and deficiency of friction individually.
Here, the excess / deficiency is calculated based on the total friction calculated by the total friction calculation unit 56 and the ride comfort control wheel target friction calculated by the ride comfort control side target friction calculation unit 96. Specifically, for example, when the total friction is less than each wheel target friction for ride comfort control, the total friction is subtracted from each wheel target friction for ride comfort control to obtain a total for each wheel target friction for ride comfort control. Calculate the friction deficiency.

The riding comfort control side braking / driving force distribution ratio calculating unit 98 calculates a braking / driving force distribution command value using the estimated yaw rate, each wheel total friction, and each wheel target friction for riding comfort control.
Here, the braking / driving force distribution command value is a command value for causing each suspension SP to generate at least one of friction caused by braking force and friction caused by driving force.
Further, the friction due to the driving force includes the friction due to the driving force generated by the driving motor.
Further, the riding comfort control side braking / driving force distribution ratio calculating unit 98 distributes the friction by the braking force and the friction by the driving force in the suspension SP that generates the friction based on the braking / driving force distribution command value and the excess / deficiency friction. Calculate the ratio. Thus, the ride comfort control side braking / driving force distribution ratio is calculated.

Here, the ride comfort control side braking / driving force distribution ratio is the braking force of the wheel W required to generate in the suspension SP the friction corresponding to the excess or deficiency of the total friction with respect to the ride comfort control wheel target friction. And the driving force of the wheel W.
Accordingly, each wheel target friction for ride comfort control is a target value, and the friction of each wheel W with respect to each wheel target friction for ride comfort control is an actual value. Further, the above-described correction of excess and deficiency is performed by friction generated in the suspension SP by at least one of the braking force of the wheel W and the driving force of the wheel W.

  Further, the riding comfort control side braking / driving force distribution ratio calculation unit 98 includes an information signal including the calculated riding comfort control side braking / driving force distribution ratio (in the following description, “riding comfort control side braking / driving force distribution ratio signal”). Is output to the braking force command value calculation unit 100A. In addition, the riding comfort control side braking / driving force distribution ratio calculation unit 98 outputs a riding comfort control side braking / driving force distribution ratio signal to the driving force command value calculation unit 102A.

The braking force command value calculation unit 100A includes a riding comfort control side braking / driving force distribution ratio signal included in the riding comfort control side braking / driving force distribution ratio signal received from the riding comfort control side braking / driving force distribution ratio calculation unit 98. Based on the distribution ratio of the braking force of the wheels W, the ride control side driving force command value is calculated.
Here, the riding comfort control side braking force command value causes the suspension SP to generate friction based on the riding comfort control side braking / driving force distribution ratio included in the riding comfort control side braking / driving force distribution ratio signal by the braking force of the wheels W. This is the final command value for

The braking force command value calculation unit 100A that has calculated the riding comfort control side braking force command value converts the calculated riding comfort control side braking force command value into a command hydraulic pressure (brake hydraulic pressure). Then, a braking command signal that is an information signal including the converted command hydraulic pressure is output to the brake actuator 26.
The driving force command value calculation unit 102A drives the wheels W among the braking / driving force distribution ratios included in the riding comfort control side braking / driving force distribution ratio signal received from the riding comfort control side braking / driving force distribution ratio calculation unit 98. Based on the force distribution ratio, a ride comfort control side driving force command value is calculated. The calculated riding comfort control side driving force command value is converted into a driving torque correction value (driving torque correction value), and a driving command signal, which is an information signal including the converted driving torque correction value, is converted into the power control unit 28. Output to.

  Here, the ride comfort control side driving force command value is obtained by applying friction based on the distribution ratio of the driving force of the wheel W calculated by the riding comfort control side braking / driving force distribution ratio calculating unit 98 to the suspension SP by the driving force of the wheel W. This is the final command value (command value for the driving force of the wheel W) to be generated. Further, the ride comfort control side driving force command value is a final command value for causing each suspension SP to generate friction for suppressing the vertical behavior of the vehicle V by the driving force of the wheels W, as will be described later.

(Configuration of Steering Stability Control Block 38)
Next, the configuration of the steering stability control block 38 will be described with reference to FIGS. 1 to 13 and FIG.
FIG. 14 is a block diagram showing a schematic configuration of the steering stability control block 38.
As shown in FIG. 14, the steering stability control block 38 includes an estimated longitudinal force calculation unit 104, a steering stability control side vehicle behavior calculation unit 106, and a steering stability control side target friction calculation unit 108. In addition, the steering stability control block 38 includes a steering stability control side braking / driving force distribution ratio calculation unit 110, a braking force command value calculation unit 100B, and a driving force command value calculation unit 102B.

The estimated longitudinal force calculation unit 104 receives an individual wheel braking force signal from the braking force calculation unit 40 and receives an individual wheel driving force signal from the driving force calculation unit 42. Then, using the calculated braking force and individual ID for each wheel W and the calculated driving force and individual ID for each wheel W, the estimated value of the force in the vehicle front-rear direction among the forces acting on the vehicle V Calculate the estimated longitudinal force.
Further, the estimated longitudinal force calculation unit 104 outputs an information signal including the calculated estimated longitudinal force (in the following description, sometimes referred to as “estimated longitudinal force signal”) to the steering stability control side vehicle behavior calculation unit 106. Output to.

The steering stability control-side vehicle behavior calculation unit 106 includes the wheel speed signal (shown as “vehicle speed” in the drawing), the current steering angle signal (shown as “steering angle” in the drawing), and the estimated longitudinal force signal. Receive input. Further, the vehicle specifications are stored in the steering stability control side vehicle behavior calculation unit 106 in advance.
The steering stability control-side vehicle behavior calculation unit 106 calculates an estimated roll rate that is an estimated value of the roll rate of the vehicle V using the vehicle speed and the current steering angle. Then, an information signal including the calculated estimated roll rate (which may be described as “estimated roll rate signal” in the following description) is output to the steering stability control-side target friction calculation unit 108. Note that the process of calculating the estimated roll rate may be performed with reference to vehicle specifications.

  Further, the steering stability control side vehicle behavior calculation unit 106 calculates an estimated pitch rate that is an estimated value of the pitch rate of the vehicle V using the estimated longitudinal force. Then, an information signal including the calculated estimated pitch rate (which may be described as “estimated pitch rate signal” in the following description) is output to the steering stability control-side target friction calculation unit 108. Note that the process of calculating the estimated pitch rate may be performed with reference to vehicle specifications.

  In addition, the steering stability control-side vehicle behavior calculation unit 106 calculates an estimated lateral G that is an estimated value of the lateral acceleration generated in the vehicle body, using the vehicle speed and the current steering angle. Then, an information signal including the calculated estimated lateral G (may be described as “estimated lateral G signal” in the following description) is output to the steering stability control side braking / driving force distribution ratio calculating unit 110. Note that the process of calculating the estimated lateral G may be performed with reference to vehicle specifications. Further, the process of calculating the estimated lateral G may be performed with reference to the actually measured lateral acceleration signal output by the block having the function of the lateral acceleration sensor described above.

The steering stability control-side target friction calculation unit 108 receives the estimated roll rate signal and the estimated pitch rate signal from the steering stability control-side vehicle behavior calculation unit 106, and receives the total wheel friction signal input from the total friction calculation unit 56. Receive. The steering stability control side target friction calculation unit 108 receives the wheel speed signal described above.
The steering stability control-side target friction calculation unit 108 calculates each wheel target friction for steering stability control using the estimated roll rate, the estimated pitch rate, the total wheel friction, and the vehicle speed.

Here, each wheel target friction for steering stability control refers to each suspension in order to suppress the roof behavior (pitch behavior, roll behavior) generated in the vehicle V due to the driving operation of the driver or the above-described TCS control. This is a target value of friction generated in the SP.
Further, the steering stability control-side target friction calculation unit 108 calculates a steering stability control friction difference value, which is a difference value between the steering stability control wheel target friction and each wheel total friction. Then, an information signal including the calculated steering stability control friction difference value (which may be referred to as “steering stability control friction difference value signal” in the following description) is used as the steering stability control side braking / driving force. Output to the distribution ratio calculation unit 110.

The steering stability control side braking / driving force distribution ratio calculation unit 110 receives an input of the steering stability control friction difference value signal from the steering stability control side target friction calculation unit 108, and receives the total friction of each wheel from the total friction calculation unit 56. Receives signal input. Further, the steering stability control side braking / driving force distribution ratio calculation unit 110 receives the estimated lateral G signal from the steering stability control side vehicle behavior calculation unit 106.
In addition to this, the steering stability control side braking / driving force distribution ratio calculation unit 110 receives a driving method detection result signal from the driving method detection block 142 and receives an input of a turning state determination result signal from the turning state determination block 144. . The description of the drive method detection result signal and the turning state determination result signal will be described later.

Then, the steering stability control side braking / driving force distribution ratio calculation unit 110 uses the estimated lateral G, the total friction of each wheel, each wheel target friction for steering stability control, the drive system detection result, and the turning state determination result to control the steering. The stability control side braking / driving force distribution ratio is calculated.
Here, the steering stability control side braking / driving force distribution ratio refers to the control of the wheel W for suppressing the behavior (pitch behavior, roll behavior) related to the steering of the vehicle V among the roof behavior generated in the vehicle V. It is a distribution ratio between the power and the driving force of the wheels W. In other words, the steering stability control side braking / driving force distribution ratio is obtained by correcting the excess or deficiency of the friction (actual value) of each wheel W with respect to each wheel target friction (target value) for steering stability control. This is a distribution for controlling the braking force and the driving force.

Further, the steering stability control side braking / driving force distribution ratio calculation unit 110 includes an information signal including the calculated steering stability control side braking / driving force distribution ratio (in the following description, “steering stability control side braking / driving force distribution ratio” Signal ”may be described) to the braking force command value calculation unit 100B. In addition, the steering stability control side braking / driving force distribution ratio calculation unit 110 outputs a steering stability control side braking / driving force distribution ratio signal to the driving force command value calculation unit 102B.
Note that the detailed configuration of the steering stability control side braking / driving force distribution ratio calculation unit 110 and the process in which the steering stability control side braking / driving force distribution ratio calculation unit 110 calculates the steering stability control side braking / driving force distribution ratio are described. The description will be given later.

The braking force command value calculation unit 100B includes a steering stability control side braking / driving force distribution ratio signal included in the steering stability control side braking / driving force distribution ratio signal received from the steering stability control side braking / driving force distribution ratio calculation unit 110. Among them, the steering stability control side braking force command value is calculated based on the distribution ratio of the braking force of the wheels W.
Here, the steering stability control-side braking force command value is obtained by using the braking force of the wheels W as the suspension SP based on the friction based on the steering stability control-side braking / driving force distribution ratio included in the steering stability control-side braking / driving force distribution ratio signal. This is the final command value to be generated.

The braking force command value calculation unit 100B that has calculated the steering stability control side braking force command value converts the calculated steering stability control side braking force command value into a command hydraulic pressure (brake hydraulic pressure). Then, a braking command signal that is an information signal including the converted command hydraulic pressure is output to the brake actuator 26. The braking force command value calculation unit 100B included in the steering stability control block 38 may be shared with the braking force command value calculation unit 100A included in the riding comfort control block 36, or may be configured separately.
Note that the processing for converting the steering stability control-side braking force command value into the command hydraulic pressure will be described later.
The driving force command value calculation unit 102B includes a steering stability control side braking / driving force distribution ratio signal included in the steering stability control side braking / driving force distribution ratio signal received from the steering stability control side braking / driving force distribution ratio calculation unit 110. Refer to Then, among the steering stability control side braking / driving force distribution ratio, the distribution ratio of the driving force generated by the driving motor, which is included in the driving force of the wheel W, is acquired.

  Next, a steering stability control side motor driving force command value is calculated based on the acquired distribution ratio, and the calculated steering stability control side motor driving force command value is converted into a motor driving torque correction value. Further, a drive command signal that is an information signal including the converted motor drive torque correction value is output to the power control unit 28. The driving force command value calculation unit 102B included in the steering stability control block 38 may be shared with the driving force command value calculation unit 102A included in the riding comfort control block 36, or may be configured separately.

  Here, the steering stability control side driving force command value is obtained by suspending friction based on the distribution ratio of the driving force of the wheel W calculated by the steering stability control side braking / driving force distribution ratio calculating unit 110 by the driving force of the wheel W. This is the final command value (command value for the driving force of the wheel W) to be generated by the SP. Further, the steering stability control side driving force command value generates friction for each suspension SP by the driving force of the wheels W to suppress the behavior (pitch behavior, roll behavior) related to the steering of the vehicle V, as will be described later. This is the final command value for

(Configuration of turning state determination block 144)
Next, the configuration of the turning state determination block 144 will be described with reference to FIGS. 1 to 14 and FIG.
FIG. 15 is a block diagram illustrating a schematic configuration of the turning state determination block 144.
As shown in FIG. 15, the turning state determination block 144 includes a turning state determination vehicle behavior calculation unit 146, a first steering angle determination unit 148, a second steering angle determination unit 150, and a turning time calculation unit 152. The steering angle delay processing unit 154 and the turning time determination unit 156 are provided. In addition, the turning state determination block 144 includes a lateral acceleration determination unit 158, a first turning initial flag conversion unit 160, a second turning initial flag conversion unit 162, a steady turning determination unit 164, and a steady turning flag conversion unit. 166 and a turning escape determination unit 168.

The vehicle behavior calculation unit 146 for determining the turning state determines the vehicle speed based on the wheel speed signal described above (shown as “vehicle speed” in the figure) and the steering angle based on the current steering angle signal described above (in the figure, “steer angle” ”). In addition, vehicle specifications are stored in advance in the vehicle behavior calculation unit 146 for turning state determination.
Then, the turning state determination vehicle behavior calculation unit 146 calculates the steering angle absolute value and the estimated lateral G absolute value in accordance with the vehicle speed and the steering angle received as described above and the specifications of the stored vehicle V. calculate. Furthermore, an information signal including the calculated steering angle absolute value is output to the first steering angle determination unit 148 and the second steering angle determination unit 150. In addition to this, an information signal including the calculated estimated lateral G absolute value is output to the lateral acceleration determination unit 158.

Here, the steering angle absolute value is the absolute value of the current steering angle. The absolute value of the steering angle is, for example, a steering angle in the clockwise (clockwise) direction with respect to the neutral position as a positive steering angle, and a steering angle in the counterclockwise (counterclockwise) direction with respect to the neutral position. Is calculated as a negative steering angle.
The estimated lateral G absolute value is calculated based on the estimated lateral acceleration (lateral acceleration) generated in the vehicle body and the estimated lateral acceleration.

The first rudder angle determination unit 148 compares the rudder angle absolute value included in the information signal received from the turning state determination vehicle behavior calculation unit 146 with a pre-stored turning rudder angle determination value.
Here, the turning rudder angle determination value is a steering angle that exceeds the play (backlash) of the steering operator, and is set based on the specifications of the vehicle V, for example.
When the first rudder angle determination unit 148 determines that the rudder angle absolute value exceeds the turning rudder angle determination value, the information signal including the determination result (in the following description, “first rudder angle determination signal”). Is output to the turning time calculation unit 152 and the steady turning determination unit 164.

Similar to the first rudder angle determination unit 148, the second rudder angle determination unit 150 includes a rudder angle absolute value included in the information signal received from the vehicle behavior calculation unit 146 for turning state determination, and a pre-stored turning rudder. The angle judgment value is compared.
When the second rudder angle determination unit 150 determines that the rudder angle absolute value is equal to or less than the turning rudder angle determination value, an information signal including the determination result (in the following description, “second rudder angle determination signal”) Are output to the rudder angle delay processing unit 154.

  The turning time calculation unit 152 measures the time elapsed from the time when the first steering angle determination signal is input from the first steering angle determination unit 148 until the time when the input of the first steering angle determination signal is stopped. Thereby, the turning time calculation unit 152 performs a process of calculating a turning time that is a time during which the vehicle V is turning. Then, an information signal including the calculated turning time (may be described as a “turning time signal” in the following description) is output to the turning time determination unit 156.

When the turning time calculation unit 152 receives an input of a calculation processing reset signal (to be described later) from the steering angle delay processing unit 154, the turning time calculation unit 152 performs a process of initializing (resetting) the calculated turning time.
When the steering angle delay processing unit 154 receives the input of the second steering angle determination signal from the second steering angle determination unit 150, the steering angle delay processing unit 154 delays the input by the predetermined delay time from the time when the input of the second steering angle determination signal is received. At this point, a calculation processing reset signal is output to the turning time calculation unit 152.

  Here, the calculation process reset signal is an information signal including an instruction to initialize (reset) the process for calculating the turning time performed by the turning time calculation unit 152. Further, the delay time is calculated by calculating the turning time after the turning time calculation unit 152 stops the input of the first steering angle determination signal from the first steering angle determination unit 148 and the turning time signal. This is the time required to complete the process of outputting to the determination unit 156. Further, the delay time is set based on the specifications of the vehicle V, for example.

The turning time determination unit 156 compares the turning time included in the turning time signal received from the turning time calculation unit 152 with the turning initial state determination time stored in advance.
Here, the turning initial state determination time is estimated to elapse until the traveling state of the vehicle V shifts from the straight traveling state to the turning state and the estimated absolute value of the roll angle reaches a maximum roll determination value described later. For example, it is set based on the specifications of the vehicle V.

  Then, when the turning time determination unit 156 determines that the turning time is equal to or less than the turning initial state determination time, the turning time determination unit 156 determines that the turning state of the vehicle V has shifted to the turning initial state. Then, a turning state determination result signal is generated as an information signal including a determination result that the turning state of the vehicle V has shifted to the turning initial state. Furthermore, the generated turning state determination result signal is output to the steering stability control side braking / driving force distribution ratio calculation unit 110, the first turning initial flag conversion unit 160, and the second turning initial flag conversion unit 162.

The lateral acceleration determination unit 158 compares the estimated lateral G absolute value included in the information signal received from the vehicle behavior calculation unit 146 for turning state determination with a steady turning determination value stored in advance.
Here, the steady turning determination value is a value estimated that the absolute value of the lateral acceleration estimated in the turning state changes within a range less than a preset lateral acceleration threshold. The steady turning determination value and the lateral acceleration threshold value are set based on the specifications of the vehicle V, for example.

When the lateral acceleration determination unit 158 determines that the estimated lateral G absolute value is less than the steady turning determination value, the lateral acceleration determination unit 158 may describe an information signal including the determination result (in the following description, “steady turning determination signal”). Is output to the steady turning determination unit 164.
The first turning initial flag conversion unit 160 receives an input of a turning state determination result signal including a determination result that the turning state of the vehicle V has shifted to the turning initial state from the turning time determination unit 156. Then, when the input of the turning state determination result signal is stopped, the information signal including the state where the input of the turning state determination result signal is stopped (in the following description, it may be referred to as “turning initial state stop determination signal”). Is output to the steady turning determination unit 164.

The second turning initial flag conversion unit 162 receives an input of a turning state determination result signal including a determination result that the turning state of the vehicle V has shifted to the turning initial state from the turning time determination unit 156. Then, when the input of the turning state determination result signal is stopped, a turning initial state stop determination signal similar to that of the first turning initial flag conversion unit 160 is output to the turning escape determination unit 168.
The steady turning determination unit 164 determines whether or not the first steering angle determination signal is input from the first steering angle determination unit 148 and the initial turning state flag determination signal from the first turning initial flag conversion unit 160. It is determined whether or not an input has been received. In addition, the steady turning determination unit 164 determines whether or not the steady turning determination signal is input from the lateral acceleration determination unit 158.

  When the steady turning determination unit 164 determines that the first steering angle determination signal, the turning initial state stop determination signal, and the steady turning determination signal are input, the turning state of the vehicle V changes from the turning initial state to the steady turning state. It is determined that it has moved to. Then, a turning state determination result signal is generated as an information signal including a determination result that the turning state of the vehicle V has shifted from the turning initial state to the steady turning state. Further, the generated turning state determination result signal is output to the steering stability control side braking / driving force distribution ratio calculation unit 110 and the steady turning flag conversion unit 166.

  The steady turning flag conversion unit 166 receives an input of a turning state determination result signal including a determination result that the turning state of the vehicle V has shifted from the initial turning state to the steady turning state from the steady turning determination unit 164. Then, when the input of the turning state determination result signal is stopped, an information signal including a state where the input of the turning state determination result signal is stopped (in the following description, it may be referred to as a “steady turning state stop determination signal”). Is output to the turning escape determination unit 168.

The turning escape determination unit 168 determines whether or not the turning initial state stop determination signal is received from the second turning initial flag conversion unit 162 and the steady turning state stop determination signal is input from the steady turning flag conversion unit 166. It is determined whether or not it is received.
Then, the turning escape determination unit 168 determines that the turning state of the vehicle V has shifted from the steady turning state to the turning escape state. This determination is performed when it is determined that the turning initial state stop determination signal is received from the second turning initial flag conversion unit 162 and that the steady turning state stop determination signal is received from the steady turning flag conversion unit 166. . Then, a turning state determination result signal is generated as an information signal including a determination result that the turning state of the vehicle V has shifted from the steady turning state to the turning escape state. Further, the generated turning state determination result signal is output to the steering stability control side braking / driving force distribution ratio calculation unit 110.

As described above, the turning state determination block 144 determines that the turning state of the vehicle V has shifted to the turning initial state when the turning time is equal to or shorter than the turning initial state determination time.
Further, in the turning state determination block 144, if the turning time is less than the turning initial state determination time, the steering angle absolute value exceeds the turning steering angle determination value, and the estimated lateral G absolute value is less than the steady turning determination value, the vehicle It is determined that the turning state of V has shifted from the initial turning state to the steady turning state.
Further, in the turning state determination block 144, when the condition that the turning state of the vehicle V is the steady turning state is not satisfied, it is determined that the turning state of the vehicle V has shifted from the steady turning state to the turning escape state.

(Configuration of Steering Stability Control Side Braking and Driving Force Distribution Ratio Calculation Unit 110)
Next, the configuration of the steering stability control side braking / driving force distribution ratio calculation unit 110 will be described with reference to FIGS. 1 to 15 and FIG.
FIG. 16 is a block diagram illustrating a schematic configuration of the steering stability control side braking / driving force distribution ratio calculation unit 110.
As shown in FIG. 16, the steering stability control side braking / driving force distribution ratio calculation unit 110 includes a mode selection unit 170, a mode-specific distribution ratio calculation unit 172, and a command value distribution ratio selection unit 174.
The mode selection unit 170 refers to the drive method detection result signal, the estimated lateral G signal, and the turning state determination result signal described above, and selects a distribution ratio calculation mode used for calculating the steering stability control side braking / driving force distribution ratio. . Then, an information signal including the selected distribution ratio calculation mode is output to the command value distribution ratio selection unit 174.

Here, in the distribution ratio calculation mode, a plurality of patterns are set and stored in advance according to the driving method of the vehicle V, the estimated value of the lateral acceleration, and the turning state of the vehicle V. In addition, description of each distribution ratio calculation mode will be described later.
In the present embodiment, the driving method of the vehicle V is five types (D1 to D5), the classification according to the estimated value of the lateral acceleration is two types classified by the lateral acceleration threshold value, and the turning state of the vehicle V is described above. 3 types (initial turning state, steady turning state, turning escape state). That is, in this embodiment, 30 patterns of distribution ratio calculation modes are set.

In the present embodiment, a case where there are overlapping patterns in the 30 ratio distribution ratio calculation mode will be described.
Similar to the mode selection unit 170, the mode-specific distribution ratio calculation unit 172 stores a distribution ratio calculation mode in which a plurality of patterns are set in advance. In addition, the mode-specific distribution ratio calculation unit 172 refers to the above-described steering stability control friction difference value signal and each wheel total friction signal, and controls the steering stability control side control for all distribution ratio calculation modes. Calculate the driving force distribution ratio.

  The command value distribution ratio selection unit 174 refers to the selected distribution ratio calculation mode included in the information signal received from the mode selection unit 170, and calculates the steering stability control side calculated for the referred distribution ratio calculation mode. The braking / driving force distribution ratio is acquired from the mode-specific distribution ratio calculation unit 172. Then, the command value distribution ratio selection unit 174 sends the acquired steering stability control side braking / driving force distribution ratio signal including the steering stability control side braking / driving force distribution ratio to the braking force command value calculation unit 100B and the driving force command value. Output to the calculation unit 102B.

(Process in which the riding comfort control side braking / driving force distribution ratio calculating unit 98 calculates the riding comfort control side braking / driving force distribution ratio)
Hereinafter, with reference to FIGS. 1 to 16, the ride comfort control side braking / driving force distribution ratio calculation unit 98 calculates a process of calculating the ride comfort control side braking / driving force distribution ratio using FIGS. 17 and 18. Processing will be described.
First, with respect to the suspension SP that generates at least one of friction due to braking force and friction due to driving force, a distribution ratio between friction due to braking force and friction due to driving force is calculated out of excess and deficient friction. In the following description, the friction caused by the braking force may be referred to as “braking force friction for riding comfort control”. Similarly, in the following description, the friction caused by the driving force may be referred to as “riding comfort control driving force friction”.

The braking force friction for ride comfort control is calculated by adapting the excess / deficiency friction to, for example, the braking calculation map for braking force side behavior control stored in advance in the ride comfort control braking / driving force distribution ratio calculation unit 98. To do.
Here, as shown in FIG. 17, the braking force side behavior control friction calculation map shows the braking force of the wheel W on the horizontal axis (shown as “braking force” in the figure), and the vertical axis indicates excess or deficiency. FIG. 6 is a map showing minute friction (indicated as “friction” in the figure). Further, the relationship between the braking force and the friction shown in the braking force-side behavior control friction calculation map varies depending on the relationship between the braking force of the wheel W and the behavior of the vehicle V. Specifically, even when the braking force of the wheel W increases, the degree of increase in the braking force of the wheel W decreases as the behavior of the vehicle V approaches a limit value at which rapid braking does not occur. FIG. 17 is a diagram showing a braking force side behavior control friction calculation map.

  The braking force friction for riding comfort control is a value obtained by multiplying the braking force of the wheel W by the coefficient Kb shown in the braking force side behavior control friction calculation map. Here, the coefficient Kb is an inclination indicating a relationship between the braking force of the wheel W and the excess / deficiency friction in a region where the braking force of the wheel W is equal to or less than Fb_max which is a preset limit value of the braking force. Note that Fb_max is set using data measured in advance on a table, on the road, or the like based on a limit value at which the behavior of the vehicle V does not suddenly brake even when the braking force of the wheel W increases.

The driving force friction for riding comfort control is calculated by adapting the excess / deficiency friction to, for example, the driving force side behavior controlling friction calculation map stored in advance in the riding comfort control braking / driving force distribution ratio calculation unit 98. To do.
Here, as shown in FIG. 18, the driving force side behavior control friction calculation map shows the driving force of the wheel W on the horizontal axis (shown as “driving force” in the drawing), and the vertical axis indicates excess or deficiency. FIG. 6 is a map showing minute friction (indicated as “friction” in the figure). Further, the relationship between the driving force and the friction shown in the driving force-side behavior control friction calculation map varies depending on the relationship between the driving force of the wheel W and the behavior of the vehicle V. Specifically, even if the driving force of the wheel W increases, the degree of increase in the driving force of the wheel W decreases as it approaches a limit value at which the behavior of the vehicle V does not rapidly accelerate. FIG. 18 is a diagram showing a driving force side behavior control friction calculation map.

  The driving force friction for riding comfort control is a value obtained by multiplying the driving force of the wheel W by the coefficient Ka shown in the driving force side behavior control friction calculation map. Here, the coefficient Ka is an inclination indicating the relationship between the driving force of the wheel W and the excess / deficiency friction in a region where the driving force of the wheel W is equal to or less than Fa_max which is a preset limit value of the driving force. Note that Fa_max is set using data measured in advance on a table, running on the road, or the like based on a limit value at which the behavior of the vehicle V does not suddenly accelerate even when the driving force of the wheels W increases.

Further, when the riding comfort control side braking / driving force distribution ratio calculating unit 98 calculates the riding comfort control side braking / driving force distribution ratio, for example, the braking force of the wheels W is equal to or greater than the driving force of the wheels W. Then, a process for calculating the ride control side braking / driving force distribution ratio is performed.
As a specific example, in the state where the following formulas (1) to (3) are established, the relationship between excess / deficiency friction, the braking force of the wheel W, and the driving force of the wheel W is expressed by the following formula. The relationship shown in (4).
Fraction excess and shortage <Kb × Fb_max + Ka × Fa_max (1)
Braking force of wheel W <Fb_max (2)
Driving force of wheel W <Fa_max (3)
Wheel W braking force = Wheel W drive force = excess / deficiency friction / Kb + Ka (4)

Further, in the case of performing processing for bringing the deceleration of the vehicle V close to “± 0”, such as during steady turning, the driving force of the wheel W is expressed by the following equation in the state where the following equation (5) is satisfied: The relationship shown in (6) is used. The relationship between the excess / deficiency friction and the braking force of the wheels W is represented by the following equation (7).
Driving force of wheel W> Fa_max (5)
Driving force of wheel W = Fa_max (6)
Braking force of wheel W = excess / deficiency friction-Fa_max / Kb (7)
As described above, the ride comfort control side braking / driving force distribution ratio calculation unit 98 according to the present embodiment selects the friction generation source for generating the friction for the suspension SP to suppress the behavior of the vehicle body, and the ride comfort control side control. Processing for calculating the driving force distribution ratio is performed.

(Processing in which the steering stability control side braking / driving force distribution ratio calculation unit 110 calculates the steering stability control side braking / driving force distribution ratio)
Hereinafter, a process in which the steering stability control side braking / driving force distribution ratio calculation unit 110 calculates the steering stability control side braking / driving force distribution ratio will be described with reference to FIGS. 1 to 18.
In the process of calculating the steering stability control side braking / driving force distribution ratio, first, whether or not the driving method detection result signal is input from the driving method detection block 142 and whether or not the turning state determination result signal is received from the turning state determination block 144. It is determined whether input is received.
If the drive method detection result signal is not input and the turning state determination result signal is not input, the distribution ratio between the friction caused by the braking force and the friction caused by the drive force is calculated as the excess / deficiency friction. calculate. This calculation is performed, for example, in the same manner as the processing performed by the riding comfort control side braking / driving force distribution ratio calculation unit 98.

In the following description, the friction caused by the braking force may be referred to as “braking force friction for steering stability control”. Similarly, in the following description, the friction caused by the driving force may be described as “steering stability control driving force friction”.
In addition, when the driving method detection result signal is not input and the turning state determination result signal is input, the braking force friction for steering stability control is determined according to the determination result included in the turning state determination result signal. And the distribution ratio of driving force friction for steering stability control are calculated.

On the other hand, when the driving method detection result signal is received and the turning state determination result signal is not received, the distribution of the braking stability friction for steering stability control and the driving force friction for steering stability control described above is performed. Calculate the ratio. This calculation is performed, for example, in the same manner as the processing performed by the riding comfort control side braking / driving force distribution ratio calculation unit 98.
In addition, when receiving the input of the driving method detection result signal and the input of the turning state determination result signal, depending on the determination result included in the turning state determination result signal, the steering stability control braking force friction and The distribution ratio with the driving force friction for steering stability control is calculated.

  Hereinafter, when receiving the driving method detection result signal, the distribution ratio between the steering stability control braking force friction and the steering stability control driving force friction according to the determination result included in the turning state determination result signal An example of calculating the will be described. In the following description, for comparison, when the driving method detection result signal is not input, the braking force friction for steering stability control and the steering stability according to the determination result included in the turning state determination result signal are included. An example of calculating the distribution ratio with the driving force friction for performance control is also described.

First, an example will be described in which a distribution ratio between steering stability control braking force friction and steering stability control driving force friction is calculated when a drive method detection result signal is received.
When the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V is the turning initial state, the suspension SP installed on the front wheel that is the inner wheel in the turning direction is caused by the braking force. Generate friction.

  If the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted from the initial turning state to the steady turning state, the suspension SP installed on the two wheels W Friction caused by braking force is generated. Here, the two wheels W are a front wheel that is an inner wheel in the turning direction among the two front wheels and a rear wheel that is an outer wheel in the turning direction among the two rear wheels. Further, the friction generated in the suspension SP installed on the rear wheel which is the outer wheel in the turning direction is set to a value larger than the friction generated in the suspension SP installed on the front wheel which is the inner wheel in the turning direction.

Further, when the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted from the steady turning state to the turning escape state, the vehicle V is installed on one of the two rear wheels. Friction due to braking force is generated on the suspended suspension SP. Here, one of the two rear wheels is a rear wheel that is an inner wheel in the turning direction in the initial turning state and the steady turning state.
Further, when the determination result included in the turning state determination result signal is a determination result that is not any of the initial turning state, the steady turning state, and the turning escape state described above, the driving method detection result signal is not received. The same control as in the case is performed.

Next, an example in which the distribution ratio between the steering stability control braking force friction and the steering stability control driving force friction is calculated when the drive method detection result signal is not received will be described.
When the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted to the initial turning state, the suspension SP installed on the front wheels and the rear wheels that are the inner wheels in the turning direction. On the other hand, friction due to braking force is generated.

  Further, when the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted from the initial turning state to the steady turning state, the friction caused by the braking force is applied to all the suspensions SP. Is generated. Here, the friction generated in the suspension SP installed on the front wheel and the rear wheel which is the inner wheel in the turning direction is larger than the friction generated in the suspension SP installed on the front wheel and the rear wheel which is the outer wheel in the turning direction. Value.

Further, when the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted from the steady turning state to the turning escape state, the friction caused by the braking force is applied to all the suspensions SP. Is generated. Here, the magnitude of the friction generated in all the suspensions SP is the same value.
The braking stability friction for steering stability control may be calculated using, for example, a map similar to the above-described braking force side behavior control friction calculation map. Similarly, the steering stability control driving force friction may be calculated using, for example, a map similar to the driving force side behavior control friction calculation map described above.

(Process to convert braking force command value into command hydraulic pressure)
Hereinafter, the process of converting the braking force command value into the command hydraulic pressure will be described with reference to FIGS. 1 to 18 and FIG.
When converting the braking force command value into the command hydraulic pressure, the braking force command value is adapted to, for example, a command hydraulic pressure conversion map stored in advance in the braking force command value calculation unit 100A included in the riding comfort control block 36. Let
Here, as shown in FIG. 19, the command hydraulic pressure conversion map is a map in which the horizontal axis indicates the braking force command value and the vertical axis indicates the command hydraulic pressure. FIG. 19 is a diagram showing a command hydraulic pressure conversion map.
Further, the command hydraulic pressure may be calculated by the following equation (8).
Command hydraulic pressure = (braking force command value [N] x tire dynamic radius [m])
/ (4 × pad μ × pad area × effective diameter) (8)

(Process to convert driving force command value to motor driving torque correction value)
Hereinafter, the process of converting the driving force command value into the motor driving torque correction value will be described with reference to FIGS. 1 to 19 and FIG.
When the driving force command value is converted into the motor driving torque correction value, the driving force command value is converted into, for example, a driving torque correction value stored in advance in the driving force command value calculation unit 102A included in the riding comfort control block 36. Fit to the map.
Here, as shown in FIG. 20, the drive torque correction value conversion map is a map in which the horizontal axis indicates the drive force command value and the vertical axis indicates the drive torque correction value. FIG. 20 is a diagram showing a drive torque correction value conversion map.
Further, the drive torque correction value may be calculated by the following equation (9).
Driving torque correction value = (driving force command value [N] × tire dynamic radius [m]) (9)

(Explanation of distribution ratio calculation mode)
Hereinafter, a plurality of patterns of distribution ratio calculation modes will be described with reference to FIGS. 1 to 20 and FIGS. 21 to 30. FIG.
As described above, in this embodiment, 30 patterns of distribution ratio calculation modes in which overlapping patterns exist are set according to the driving method of the vehicle V, the classification according to the estimated value of the lateral acceleration, and the turning state of the vehicle V. To do. Hereinafter, the distribution ratio calculation mode will be described for each of the five types of driving methods.

-D1. Distribution ratio calculation mode in four-wheel individual drive The distribution ratio calculation mode in four-wheel individual drive is a state where the estimated value of lateral acceleration is less than the threshold value of the lateral acceleration (in the following description, it may be described as a “non-high G state”). ) Includes three patterns divided according to the turning state of the vehicle V. In addition, the distribution ratio calculation mode in the four-wheel individual drive is performed in a state where the estimated value of the lateral acceleration is equal to or greater than the threshold value of the lateral acceleration (in the following description, sometimes referred to as “high G state”). Includes three patterns divided according to the turning state.

  The distribution ratio calculation mode in the four-wheel individual drive and non-high G state is divided into three patterns (a), (b), and (c) according to the turning state of the vehicle V as shown in FIG. . FIG. 21 is a diagram illustrating the behavior of the vehicle V, which is controlled in the distribution ratio calculation mode in the four-wheel individual drive and the non-high G state, when turning left. FIG. 21 (a) shows the behavior of the vehicle V in the initial turning state, FIG. 21 (b) shows the behavior of the vehicle V in the steady turning state, and FIG. 21 (c) shows the turning escape. The behavior of the vehicle V in a state is shown.

Further, in FIG. 21, the yaw moment generated in the vehicle V is indicated by an arrow with a sign “Ym”. This is the same in FIG. 22 to FIG.
As shown in FIG. 21A, in the four-wheel individual drive and non-high G state, in the initial turning state during the left turn, the friction FrB due to the braking force is generated for the suspension SPFL and the suspension SPRL.

  As a result, a braking force is applied to the left front wheel WFL and the left rear wheel WRL, and an inward yaw moment Ym is applied to the vehicle V to cause the vehicle V to behave in an oversteer tendency. Therefore, it is possible to suppress the steering characteristic of the vehicle V during the cornering from being an understeer characteristic. Further, in the four-wheel individual drive and non-high G state, and in the initial turning state at the time of turning left, only the friction FrB due to the braking force is generated, so the speed change of the vehicle V becomes a deceleration state.

  Further, as shown in FIG. 21B, in the four-wheel individual drive and non-high G state, in the steady turning state during the left turn, the friction FrB due to the braking force is generated for the suspension SPFL and the suspension SPRL. In addition, for the suspension SPFR and the suspension SPRR, the friction FrD caused by the driving force is generated with a command value equal to the friction FrB caused by the braking force.

  As a result, a braking force is applied to the left front wheel WFL and the left rear wheel WRL, a driving force is applied to the right front wheel WFR and the right rear wheel WRR, and an inward yaw moment Ym in the turning direction is applied to the vehicle V In addition, an oversteered behavior is generated in the vehicle V. Therefore, it is possible to suppress the steering characteristic of the vehicle V during the cornering from being an understeer characteristic. In addition, in the four-wheel individual drive and non-high G state, and in the steady turning state when turning left, the friction FrB caused by the braking force and the friction FrD caused by the driving force are generated. To approximate.

Further, as shown in FIG. 21 (c), in the four-wheel individual drive and non-high G state, in the turning escape state during the left turn, the friction FrD due to the driving force is generated in the suspension SPFL and the suspension SPRL.
As a result, a driving force is applied to the left front wheel WFL and the left rear wheel WRL, and the yaw moment Ym directed outward in the turning direction is added to the vehicle V, causing the vehicle V to behave understeer. Therefore, it is possible to suppress the steering characteristic of the vehicle V during the turning traveling from being an oversteer characteristic. Further, in the four-wheel individual drive and non-high G state, and in the initial turning state at the time of turning left, only the friction FrD due to the driving force is generated, so the speed change of the vehicle V is in the acceleration state.

  The distribution ratio calculation mode in the four-wheel individual drive and high G state is divided into three patterns (a), (b), and (c) according to the turning state of the vehicle V as shown in FIG. FIG. 22 is a diagram illustrating the behavior of the vehicle V that is controlled in the four-wheel individual drive and the distribution ratio calculation mode in the high G state when turning left. Further, FIG. 22A shows the behavior of the vehicle V in the initial turning state, FIG. 22B shows the behavior of the vehicle V in the steady turning state, and FIG. 22C shows the turning escape. The behavior of the vehicle V in a state is shown.

As shown in FIG. 22A, in the four-wheel individual drive and high G state, in the initial turning state when turning left, the friction FrB due to the braking force is generated for the suspension SPFL and the suspension SPRL.
As a result, a braking force is applied to the left front wheel WFL and the left rear wheel WRL, and an inward yaw moment Ym is applied to the vehicle V to cause the vehicle V to behave in an oversteer tendency. Therefore, it is possible to suppress the steering characteristic of the vehicle V from turning to an understeer characteristic during turning. Further, in the four-wheel individual drive and high G state, and in the initial turning state when turning left, only the friction FrB due to the braking force is generated, so the speed change of the vehicle V is in the deceleration state.

Further, as shown in FIG. 22 (b), in the four-wheel individual drive and high G state, and in the steady turning state at the left turn, the friction FrB by the braking force and the friction FrD by the driving force are applied to all the suspensions SP. Is generated.
As a result, braking force and driving force are applied to all the wheels W, the generation of the yaw moment Ym with respect to the vehicle V is suppressed, and the steering characteristics of the vehicle V during turning travel become an understeer characteristic and an oversteer characteristic. To suppress that. In addition, in the four-wheel individual drive and high G state, and in the steady turning state when turning left, the friction FrB caused by the braking force and the friction FrD caused by the driving force are generated, so that the speed change of the vehicle V is in a constant speed state. Approximate.

  Further, as shown in FIG. 22 (c), in the four-wheel individual drive and high G state, in the turning escape state during the left turn, the friction FrD due to the driving force is generated in the suspension SPFL and the suspension SPRL. In addition, for the suspension SPFR and the suspension SPRR, the friction FrB caused by the braking force is generated with a command value smaller than the friction FrD caused by the driving force.

  As a result, a driving force is applied to the left front wheel WFL and the left rear wheel WRL, and the yaw moment Ym directed outward in the turning direction is added to the vehicle V, causing the vehicle V to behave understeer. Therefore, it is possible to suppress the steering characteristic of the vehicle V during the turning traveling from being an oversteer characteristic. In addition, in the four-wheel individual drive and high G state, in the initial turning state when turning left, the friction FrB due to the braking force and the friction FrD due to the driving force are generated, so the speed change of the vehicle V is in a constant speed state. Approximate.

-D2. Distribution ratio calculation mode in front wheel drive The distribution ratio calculation mode in front wheel drive is divided into three patterns divided according to the turning state of the vehicle V in a non-high G state, In the G state, three patterns divided according to the turning state of the vehicle V are included.
The distribution ratio calculation mode in the front wheel drive and non-high G state is divided into three patterns (a), (b), and (c) according to the turning state of the vehicle V as shown in FIG. FIG. 23 is a diagram showing the behavior of the vehicle V controlled in the distribution ratio calculation mode in the front wheel drive and non-high G state at the time of left turn. FIG. 23 (a) shows the behavior of the vehicle V in the initial turning state, FIG. 23 (b) shows the behavior of the vehicle V in the steady turning state, and FIG. 23 (c) shows the turning escape. The behavior of the vehicle V in a state is shown.

As shown in FIG. 23A, in the front wheel drive and non-high G state, in the initial turning state when turning left, the friction FrB due to the braking force is generated for the suspension SPFL and the suspension SPRL.
As a result, a braking force is applied to the left front wheel WFL and the left rear wheel WRL, and an inward yaw moment Ym is applied to the vehicle V to cause the vehicle V to behave in an oversteer tendency. Therefore, it is possible to suppress the steering characteristic of the vehicle V from turning to an understeer characteristic during turning. Further, in the front wheel drive and non-high G state, and in the initial turning state when turning left, only the friction FrB due to the braking force is generated, so the speed change of the vehicle V is in a deceleration state.

  Further, as shown in FIG. 23B, the front wheel drive and the non-high G state are generated, and in the steady turning state during the left turn, the friction FrB due to the braking force is generated in the suspension SPFL and the suspension SPRL. In addition, for the suspension SPFL and the suspension SPFR, the friction FrD caused by the driving force is generated with a command value smaller than the friction FrB caused by the braking force.

  As a result, a braking force is applied to the left front wheel WFL and the left rear wheel WRL, a driving force is applied to the left front wheel WFL and the right front wheel WFR, and an inward yaw moment Ym in the turning direction is applied to the vehicle V. In addition, the vehicle V is caused to have an oversteering behavior. Therefore, it is possible to suppress the steering characteristic of the vehicle V during the cornering from being an understeer characteristic. Further, in the front wheel drive and non-high G state, and in the steady turning state when turning left, the friction FrB due to the braking force and the friction FrD due to the driving force are generated, so the speed change of the vehicle V approximates the constant speed state. To do.

  Further, as shown in FIG. 23 (c), when the vehicle is in the front wheel drive and non-high G state and is in the turning escape state at the time of turning left, the friction FrB due to the braking force is generated for the suspension SPFR and the suspension SPRL. In addition, for the suspension SPFL and the suspension SPFR, the friction FrD caused by the driving force is generated with a command value smaller than the friction FrB caused by the braking force.

  Thus, a braking force is applied to the right front wheel WFR and the left rear wheel WRL, and a driving force is applied to the left front wheel WFL and the right front wheel WFR to suppress the generation of the yaw moment Ym with respect to the vehicle V. Accordingly, it is possible to suppress the steering characteristics of the vehicle V during turning traveling from being an understeer characteristic and an oversteer characteristic. Further, in the front wheel drive and non-high G state, and in the steady turning state when turning left, the friction FrB due to the braking force and the friction FrD due to the driving force are generated, so the speed change of the vehicle V approximates the constant speed state. To do.

  The distribution ratio calculation mode in the front wheel drive and high G state is divided into three patterns (a), (b), and (c) according to the turning state of the vehicle V as shown in FIG. FIG. 24 is a diagram illustrating the behavior of the vehicle V that is controlled in the distribution ratio calculation mode in the front wheel drive and high G state when the vehicle is turning left. FIG. 24 (a) shows the behavior of the vehicle V in the initial turning state, FIG. 24 (b) shows the behavior of the vehicle V in the steady turning state, and FIG. 24 (c) shows the turning escape. The behavior of the vehicle V in a state is shown.

As shown in FIG. 24A, in the front-wheel drive and high-G state, and in the initial turning state when turning left, friction FrB due to braking force is generated in the suspension SPFL and suspension SPRL.
As a result, a braking force is applied to the left front wheel WFL and the left rear wheel WRL, and an inward yaw moment Ym is applied to the vehicle V to cause the vehicle V to behave in an oversteer tendency. Therefore, it is possible to suppress the steering characteristic of the vehicle V from turning to an understeer characteristic during turning. Further, in the front wheel drive and high G state, and in the initial turning state when turning left, only the friction FrB due to the braking force is generated, so the speed change of the vehicle V is in the deceleration state.

  Further, as shown in FIG. 24 (b), the front wheel drive and the high G state are generated, and in the steady turning state during the left turn, the friction FrB due to the braking force is generated for all the suspensions SP. In addition, for the suspension SPFL and the suspension SPFR, the friction FrD caused by the driving force is generated with a command value smaller than the friction FrB caused by the braking force.

  As a result, braking force and driving force are applied to all the wheels W, and driving force is applied to the left front wheel WFL and the right front wheel WFR to suppress the generation of the yaw moment Ym with respect to the vehicle V. Accordingly, it is possible to suppress the steering characteristics of the vehicle V during turning traveling from being an understeer characteristic and an oversteer characteristic. Further, in the front wheel drive and high G state, and in the steady turning state when turning left, the friction FrD caused by the driving force is generated with a command value smaller than the friction FrB caused by the braking force. It becomes a state.

  Further, as shown in FIG. 24C, in the front wheel drive and high G state, in the turning escape state at the time of turning left, the friction FrB due to the braking force is generated for the suspension SPFR and the suspension SPRL. In addition, for the suspension SPFL and the suspension SPFR, the friction FrD caused by the driving force is generated with a command value smaller than the friction FrB caused by the braking force.

  Thus, a braking force is applied to the right front wheel WFR and the left rear wheel WRL, and a driving force is applied to the left front wheel WFL and the right front wheel WFR to suppress the generation of the yaw moment Ym with respect to the vehicle V. Accordingly, it is possible to suppress the steering characteristics of the vehicle V during turning traveling from being an understeer characteristic and an oversteer characteristic. Further, in the front wheel drive and non-high G state, and in the steady turning state when turning left, the friction FrB due to the braking force and the friction FrD due to the driving force are generated, so the speed change of the vehicle V approximates the constant speed state. To do.

Here, the distribution ratio calculation mode (D2) in the front wheel drive is a mode used for calculating the steering stability control side braking / driving force distribution ratio in which the following driving force FFDP is applied to the front wheels WF.
FFDP. In addition to the driving force calculated to be applied to the front wheel WF according to the steering stability control side braking / driving force distribution ratio calculated for all the wheels W, the steering stability control side calculated for all the wheels W Driving force calculated to be applied to the rear wheel WR according to the braking / driving force distribution ratio

-D3. Distribution ratio calculation mode in rear wheel drive The distribution ratio calculation mode in rear wheel drive includes three patterns divided according to the turning state of the vehicle V in the non-high G state, as in the distribution ratio calculation mode in the four-wheel individual drive. In the high G state, three patterns divided according to the turning state of the vehicle V are included.
The distribution ratio calculation mode in the rear wheel drive and non-high G state is divided into three patterns (a), (b), and (c) according to the turning state of the vehicle V as shown in FIG. FIG. 25 is a diagram illustrating the behavior of the vehicle V that is controlled in the distribution ratio calculation mode in the rear wheel drive and the non-high G state at the time of turning left. FIG. 25A shows the behavior of the vehicle V in the initial turning state, FIG. 25B shows the behavior of the vehicle V in the steady turning state, and FIG. 25C shows the turning escape. The behavior of the vehicle V in a state is shown.

As shown in FIG. 25A, in the rear wheel drive and non-high G state, and in the initial turning state when turning left, the friction FrB is generated by the braking force for the suspension SPFL and the suspension SPRL.
As a result, a braking force is applied to the left front wheel WFL and the left rear wheel WRL, and an inward yaw moment Ym is applied to the vehicle V to cause the vehicle V to behave in an oversteer tendency. Therefore, it is possible to suppress the steering characteristic of the vehicle V from turning to an understeer characteristic during turning. Further, in the rear wheel drive and non-high G state, and in the initial turning state when turning left, only the friction FrB due to the braking force is generated, so the speed change of the vehicle V is in a deceleration state.

  Further, as shown in FIG. 25 (b), the rear wheel drive and the non-high G state are generated, and in the steady turning state during the left turn, the friction FrB due to the braking force is generated for the suspension SPFL and the suspension SPRL. In addition, the friction FrD caused by the driving force is generated with respect to the suspension SPRL and the suspension SPRR with a command value smaller than the friction FrB caused by the braking force.

  As a result, a braking force is applied to the left front wheel WFL and the left rear wheel WRL, a driving force is applied to the left rear wheel WRL and the right rear wheel WRR, and an inward yaw moment Ym in the turning direction is applied to the vehicle. In addition to V, an oversteered behavior is generated in the vehicle V. Therefore, it is possible to suppress the steering characteristic of the vehicle V during the cornering from being an understeer characteristic. Further, in the rear wheel drive and non-high G state, and in the steady turning state when turning left, the friction FrB caused by the braking force and the friction FrD caused by the driving force are generated, so the speed change of the vehicle V is in the deceleration state. .

  Further, as shown in FIG. 25 (c), when the vehicle is in the rear wheel drive and non-high G state and is in the turning escape state at the time of turning left, friction FrB due to the braking force is generated for the suspension SPFR. In addition, the friction FrD caused by the driving force is generated with respect to the suspension SPRL and the suspension SPRR with a command value smaller than the friction FrB caused by the braking force.

  As a result, a braking force is applied to the right front wheel WFR, a driving force is applied to the left rear wheel WRL and the right rear wheel WRR, and generation of the yaw moment Ym with respect to the vehicle V is suppressed. Accordingly, it is possible to suppress the steering characteristics of the vehicle V during turning traveling from being an understeer characteristic and an oversteer characteristic. Further, in the rear wheel drive and non-high G state, and in the steady turning state when turning left, the friction FrB caused by the braking force and the friction FrD caused by the driving force are generated, so the speed change of the vehicle V is in a constant speed state. Approximate.

  The distribution ratio calculation mode in the rear wheel drive and high G state is divided into three patterns (a), (b), and (c) according to the turning state of the vehicle V as shown in FIG. FIG. 26 is a diagram illustrating the behavior of the vehicle V that is controlled in the rear wheel drive and the distribution ratio calculation mode in the high G state when turning left. FIG. 26 (a) shows the behavior of the vehicle V in the initial turning state, FIG. 26 (b) shows the behavior of the vehicle V in the steady turning state, and FIG. The behavior of the vehicle V in a state is shown.

As shown in FIG. 26A, in the rear wheel drive and high G state, in the initial turning state when turning left, friction FrB due to braking force is generated for the suspension SPFL and suspension SPRL.
As a result, a braking force is applied to the left front wheel WFL and the left rear wheel WRL, and an inward yaw moment Ym is applied to the vehicle V to cause the vehicle V to behave in an oversteer tendency. Therefore, it is possible to suppress the steering characteristic of the vehicle V from turning to an understeer characteristic during turning. Further, in the rear wheel drive and high G state, and in the initial turning state when turning left, only the friction FrB due to the braking force is generated, so the speed change of the vehicle V is in the deceleration state.

Further, as shown in FIG. 26 (b), the rear wheel drive and the high G state are generated, and in the steady turning state during the left turn, the friction FrB due to the braking force is generated for all the suspensions SP. Here, for the suspension SPRL and the suspension SPRR, the friction FrB due to the braking force is generated with a command value smaller than that of the suspension SPFL and the suspension SPFR.
In addition, for the suspension SPRL and the suspension SPRR, the friction FrD caused by the driving force is generated with a command value smaller than the friction FrB caused by the braking force applied to the suspension SPFL and the suspension SPFR.

  Accordingly, a braking force is applied to all the wheels W, and a driving force is applied to the left rear wheel WRL and the right rear wheel WRR to suppress the generation of the yaw moment Ym with respect to the vehicle V. Accordingly, it is possible to suppress the steering characteristics of the vehicle V during turning traveling from being an understeer characteristic and an oversteer characteristic. In addition, in the rear wheel drive and the high G state, and in the steady turning state during the left turn, the friction FrD due to the driving force is generated with a command value smaller than the friction FrB due to the braking force. Decelerates.

  Further, as shown in FIG. 26 (c), in the rear wheel drive and high G state, in the turning escape state during the left turn, the friction FrB due to the braking force is generated for the suspension SPFR and the suspension SPRR. In addition, the friction FrD caused by the driving force is generated with respect to the suspension SPRL and the suspension SPRR with a command value smaller than the friction FrB caused by the braking force.

  As a result, a braking force is applied to the right front wheel WFL and the right rear wheel WRR, a driving force is applied to the left rear wheel WRL and the right rear wheel WRR, and a yaw moment Ym directed outward in the turning direction is applied to the vehicle. In addition to V, the vehicle V is caused to behave understeer. Therefore, it is possible to suppress the steering characteristic of the vehicle V during the turning traveling from being an oversteer characteristic. Also, in the rear wheel drive and non-high G state, and in the steady turning state when turning left, the friction FrD due to the driving force is generated with a command value smaller than the friction FrB due to the braking force, so the speed change of the vehicle V is , Decelerate.

Here, the distribution ratio calculation mode (D3) in the rear wheel drive is a mode used for calculating the steering stability control side braking / driving force distribution ratio in which the following driving force FFDP is applied to the rear wheel WR.
FFDP. In addition to the driving force calculated to be applied to the front wheel WF according to the steering stability control side braking / driving force distribution ratio calculated for all the wheels W, the steering stability control side calculated for all the wheels W Driving force calculated to be applied to the front wheel WF according to the braking / driving force distribution ratio

-D4. Distribution ratio calculation mode in four-wheel parallel drive The distribution ratio calculation mode in four-wheel parallel drive is the same as the distribution ratio calculation mode in four-wheel individual drive, and is divided into three types according to the turning state of the vehicle V in the non-high G state. The pattern includes three patterns divided according to the turning state of the vehicle V in the high G state.
The distribution ratio calculation mode in the four-wheel parallel drive and non-high G state is divided into three patterns (a), (b), and (c) according to the turning state of the vehicle V as shown in FIG. . FIG. 27 is a diagram illustrating the behavior of the vehicle V controlled in the four-wheel parallel drive and the distribution ratio calculation mode in the non-high G state when turning left. FIG. 27 (a) shows the behavior of the vehicle V in the initial turning state, FIG. 27 (b) shows the behavior of the vehicle V in the steady turning state, and FIG. 27 (c) shows the turning escape. The behavior of the vehicle V in a state is shown.

As shown in FIG. 27A, in the four-wheel parallel drive and non-high G state, in the initial turning state when turning left, friction FrB is generated by the braking force on the suspension SPFL and the suspension SPRL.
As a result, a braking force is applied to the left front wheel WFL and the left rear wheel WRL, and an inward yaw moment Ym is applied to the vehicle V to cause the vehicle V to behave in an oversteer tendency. Therefore, it is possible to suppress the steering characteristic of the vehicle V from turning to an understeer characteristic during turning. Further, in the four-wheel parallel drive and non-high G state, and in the initial turning state when turning left, only the friction FrB due to the braking force is generated, so the speed change of the vehicle V is in a deceleration state.

  In addition, as shown in FIG. 27B, in the four-wheel parallel drive and non-high G state, in the steady turning state during the left turn, the friction FrB due to the braking force is generated for the suspension SPFL and the suspension SPRL. In addition, the friction FrD caused by the driving force is generated with a command value smaller than the friction FrB caused by the braking force for all the suspensions SP.

  As a result, a braking force is applied to the left front wheel WFL and the left rear wheel WRL, a driving force is applied to all the wheels W, and an inward yaw moment Ym in the turning direction is added to the vehicle V. The vehicle V is caused to behave with an oversteer tendency. Therefore, it is possible to suppress the steering characteristic of the vehicle V during the cornering from being an understeer characteristic. Further, in a four-wheel parallel drive and non-high G state, and in a steady turning state when turning left, the friction FrB caused by the braking force and the friction FrD caused by the driving force are generated. To approximate.

  Further, as shown in FIG. 27 (c), in the four-wheel parallel drive and non-high G state, in the turning escape state at the time of turning left, the friction FrB due to the braking force is generated for the suspension SPFR and the suspension SPRR. In addition, the friction FrD caused by the driving force is generated with a command value larger than the total value of the friction FrB caused by the braking force for all the suspensions SP.

  As a result, a braking force is applied to the right front wheel WFL and the right rear wheel WRR, a driving force is applied to all the wheels W, and an outward yaw moment Ym is applied to the vehicle V in the turning direction. The vehicle V is caused to behave understeer. Therefore, it is possible to suppress the steering characteristic of the vehicle V during the turning traveling from being an oversteer characteristic. Further, in the four-wheel parallel drive and non-high G state, and in the steady turning state when turning left, the vehicle F generates friction FrD by the driving force with a command value larger than the total value of the friction FrB by the braking force. The change in speed becomes an acceleration state.

  The distribution ratio calculation mode in the four-wheel parallel drive and high G state is divided into three patterns (a), (b), and (c) according to the turning state of the vehicle V as shown in FIG. FIG. 28 is a diagram showing the behavior of the vehicle V controlled in the four-wheel parallel drive and the distribution ratio calculation mode in the high G state when turning left. FIG. 28 (a) shows the behavior of the vehicle V in the initial turning state, FIG. 28 (b) shows the behavior of the vehicle V in the steady turning state, and FIG. 28 (c) shows the turning escape. The behavior of the vehicle V in a state is shown.

As shown in FIG. 28A, in the four-wheel parallel drive and high G state, in the initial turning state when turning left, the friction FrB is generated by the braking force for the suspension SPFL and the suspension SPRL.
As a result, a braking force is applied to the left front wheel WFL and the left rear wheel WRL, and an inward yaw moment Ym is applied to the vehicle V to cause the vehicle V to behave in an oversteer tendency. Therefore, it is possible to suppress the steering characteristic of the vehicle V from turning to an understeer characteristic during turning. Further, in the four-wheel parallel drive and high G state, and in the initial turning state when turning left, only the friction FrB due to the braking force is generated, so the speed change of the vehicle V is in the deceleration state.

Further, as shown in FIG. 28 (b), in the four-wheel parallel drive and the high G state, and in the steady turning state at the left turn, the friction FrB by the braking force and the friction FrD by the driving force are applied to all the suspensions SP. Is generated.
As a result, braking force and driving force are applied to all the wheels W, the generation of the yaw moment Ym with respect to the vehicle V is suppressed, and the steering characteristics of the vehicle V during turning travel become an understeer characteristic and an oversteer characteristic. To suppress that. Further, in the four-wheel parallel drive and high G state, and in the steady turning state when turning left, the friction FrB due to the braking force and the friction FrD due to the driving force are generated, so the speed change of the vehicle V is in a constant speed state. Approximate.

  Further, as shown in FIG. 28 (c), in the four-wheel parallel drive and high G state and in the turning escape state at the time of turning left, the friction FrB due to the braking force is generated for the suspension SPFR and the suspension SPRR. In addition, the friction FrD caused by the driving force is generated with a command value larger than the total value of the friction FrB caused by the braking force for all the suspensions SP.

  As a result, a braking force is applied to the right front wheel WFL and the right rear wheel WRR, a driving force is applied to all the wheels W, and an outward yaw moment Ym is applied to the vehicle V in the turning direction. The vehicle V is caused to behave understeer. Therefore, it is possible to suppress the steering characteristic of the vehicle V during the turning traveling from being an oversteer characteristic. In addition, in the four-wheel parallel drive and high G state, and in the steady turning state when turning left, the friction FrD due to the driving force is generated with a command value larger than the total value of the friction FrB due to the braking force. The speed change becomes an acceleration state.

-D5. Distribution ratio calculation mode in four-wheel torque vector drive The distribution ratio calculation mode in four-wheel torque vector drive is classified according to the turning state of the vehicle V in the non-high G state, similar to the distribution ratio calculation mode in four-wheel individual drive. Includes three patterns. In addition to this, the distribution ratio calculation mode in the four-wheel torque vector drive includes three patterns divided according to the turning state of the vehicle V in the high G state, similarly to the distribution ratio calculation mode in the four-wheel individual drive.

  The distribution ratio calculation mode in the four-wheel torque vector drive and non-high G state is divided into three patterns (a), (b), and (c) according to the turning state of the vehicle V as shown in FIG. To do. FIG. 29 is a diagram illustrating the behavior of the vehicle V that is controlled in the distribution ratio calculation mode in the four-wheel torque vector drive and the non-high G state when turning left. FIG. 29 (a) shows the behavior of the vehicle V in the initial turning state, FIG. 29 (b) shows the behavior of the vehicle V in the steady turning state, and FIG. 29 (c) shows the turning escape. The behavior of the vehicle V in a state is shown.

As shown in FIG. 29 (a), in the four-wheel torque vector drive and non-high G state, in the initial turning state when turning left, the friction FrB due to the braking force is generated for the suspension SPFL and the suspension SPRL.
As a result, a braking force is applied to the left front wheel WFL and the left rear wheel WRL, and an inward yaw moment Ym is applied to the vehicle V to cause the vehicle V to behave in an oversteer tendency. Therefore, it is possible to suppress the steering characteristic of the vehicle V from turning to an understeer characteristic during turning. Further, in the four-wheel torque vector drive and non-high G state, and in the initial turning state when turning left, only the friction FrB due to the braking force is generated, so the speed change of the vehicle V is in a deceleration state.

  Further, as shown in FIG. 29B, in the four-wheel torque vector drive and non-high G state, the friction FrB due to the braking force is generated in the suspension SPFL and the suspension SPRL in the steady turning state during the left turn. . In addition, for the suspension SPFR and the suspension SPRR, the friction FrD caused by the driving force is generated with a command value equal to the friction FrB caused by the braking force.

  As a result, a braking force is applied to the left front wheel WFL and the left rear wheel WRL, a driving force is applied to the right front wheel WFR and the right rear wheel WRR, and an inward yaw moment Ym in the turning direction is applied to the vehicle V In addition, an oversteered behavior is generated in the vehicle V. Therefore, it is possible to suppress the steering characteristic of the vehicle V during the cornering from being an understeer characteristic. Further, in a four-wheel torque vector drive and non-high G state, and in a steady turning state when turning left, the friction FrB caused by the braking force and the friction FrD caused by the driving force are generated. Approximate the state.

Further, as shown in FIG. 29 (c), in the four-wheel torque vector drive and non-high G state, in the turning escape state at the left turn, the friction FrD due to the driving force is generated for the suspension SPFL and the suspension SPRL. .
As a result, a driving force is applied to the left front wheel WFL and the left rear wheel WRL, and the yaw moment Ym directed outward in the turning direction is added to the vehicle V, causing the vehicle V to behave understeer. Therefore, it is possible to suppress the steering characteristic of the vehicle V during the turning traveling from being an oversteer characteristic. Further, in the four-wheel torque vector drive and non-high G state, and in the initial turning state when turning left, only the friction FrD due to the driving force is generated, so the speed change of the vehicle V is in the acceleration state.

  The distribution ratio calculation mode in the four-wheel torque vector drive and high G state is divided into three patterns (a), (b), and (c) according to the turning state of the vehicle V as shown in FIG. . FIG. 30 is a diagram showing the behavior of the vehicle V controlled in the four-wheel torque vector drive and the distribution ratio calculation mode in the high G state at the time of turning left. FIG. 30 (a) shows the behavior of the vehicle V in the initial turning state, FIG. 30 (b) shows the behavior of the vehicle V in the steady turning state, and FIG. 30 (c) shows the turning escape. The behavior of the vehicle V in a state is shown.

As shown in FIG. 30A, in the four-wheel torque vector drive and high G state, in the initial turning state when turning left, the friction FrB due to the braking force is generated for the suspension SPFL and the suspension SPRL.
As a result, a braking force is applied to the left front wheel WFL and the left rear wheel WRL, and an inward yaw moment Ym is applied to the vehicle V to cause the vehicle V to behave in an oversteer tendency. Therefore, it is possible to suppress the steering characteristic of the vehicle V from turning to an understeer characteristic during turning. Further, in the four-wheel torque vector drive and high G state, and in the initial turning state when turning left, only the friction FrB due to the braking force is generated, so the speed change of the vehicle V is in the deceleration state.

Further, as shown in FIG. 30 (b), in the four-wheel torque vector drive and high G state, and in the steady turning state at the left turn, the friction FrB by the braking force and the friction by the driving force are applied to all the suspensions SP. FrD is generated.
As a result, braking force and driving force are applied to all the wheels W, the generation of the yaw moment Ym with respect to the vehicle V is suppressed, and the steering characteristics of the vehicle V during turning travel become an understeer characteristic and an oversteer characteristic. To suppress that. Also, in the four-wheel torque vector drive and high G state, and in the steady turning state when turning left, the friction FrB caused by the braking force and the friction FrD caused by the driving force are generated. To approximate.

  Further, as shown in FIG. 30 (c), in the four-wheel torque vector drive and high G state, in the turning escape state at the left turn, the friction FrD due to the driving force is generated in the suspension SPFL and the suspension SPRL. In addition, for the suspension SPFR and the suspension SPRR, the friction FrB caused by the braking force is generated with a command value smaller than the friction FrD caused by the driving force.

As a result, a driving force is applied to the left front wheel WFL and the left rear wheel WRL, and the yaw moment Ym directed outward in the turning direction is added to the vehicle V, causing the vehicle V to behave understeer. Therefore, it is possible to suppress the steering characteristic of the vehicle V during the turning traveling from being an oversteer characteristic. Also, in the four-wheel torque vector drive and high G state, in the initial turning state when turning left, the friction FrB caused by the braking force and the friction FrD caused by the driving force are generated. To approximate.
As described above, in this embodiment, when it is determined that the turning state of the vehicle V is the initial turning state, the friction SP FrB due to the braking force is generated in the suspension SP installed on the wheel W that is the inner wheel in the turning direction. The braking / driving force distribution ratio is calculated.

Further, in the present embodiment, when it is determined that the turning state of the vehicle V is the steady turning state, the friction SP FrB due to the braking force is generated in the suspension SP installed on the wheel W that is an inner wheel at least in the turning direction. The braking / driving force distribution ratio is calculated. In addition to this, the braking / driving force distribution ratio is calculated so that the friction FrD due to the driving force is generated in the suspension SP installed on the wheel W which is the outer wheel at least in the turning direction.
Further, in the present embodiment, when it is determined that the turning state of the vehicle V is the turning escape state, at least the friction FrD due to the driving force is generated in the suspension SP installed on the wheel W that is the inner wheel in the turning direction. The braking / driving force distribution ratio is calculated.

(Operation)
Next, an example of an operation performed using the vehicle behavior control device 1 of the present embodiment will be described using FIGS. 31 to 40 with reference to FIGS.
FIG. 31 is a flowchart of an operation performed using the vehicle behavior control device 1. In addition, the vehicle behavior control apparatus 1 performs the process demonstrated below for every preset sampling time (for example, 50 [msec]).
As shown in FIG. 31, when the vehicle behavior control device 1 starts processing (START), first, in step S100, processing for acquiring the current state of the vehicle V ("vehicle state acquisition" shown in the drawing) is performed. Do. If the process which acquires the present state of the vehicle V is performed in step S100, the process which the vehicle behavior control apparatus 1 will transfer to step S102.

Here, the current state of the vehicle V acquired in step S100 is, for example, the vehicle speed, the steering angle, and the rotational speed of each wheel W described above.
In step S102, processing for calculating the behavior of the vehicle V ("vehicle behavior calculation" shown in the figure) is performed based on the various states acquired in step S100. If the process which calculates the behavior of the vehicle V is performed in step S102, the process which the vehicle behavior control apparatus 1 will transfer to step S104.

Here, the behavior of the vehicle V calculated in step S102 is, for example, the above-described estimated roll rate, estimated pitch rate, estimated yaw rate, and estimated lateral G.
In step S104, the friction detection block 34 performs a process of calculating total friction ("estimated friction calculation" shown in the figure). If the process which calculates total friction is performed in step S104, the process which the vehicle behavior control apparatus 1 will transfer to step S106.

  In step S104, for example, processing for calculating braking force friction by the braking force friction calculation unit 48 and processing for calculating driving force friction by the driving force friction calculation unit 50 are performed. In addition, in step S104, for example, the suspension state friction calculation unit 52 performs a process of calculating the stroke position friction and the stroke speed friction. Further, in step S104, for example, a process for calculating the lateral force friction by each wheel friction suspension lateral force calculating unit 46 and a process for determining whether or not to allow an operation to add the calculated various frictions to the total friction. I do.

In step S106, a process of determining whether or not the control for causing the suspension SP to generate friction for suppressing the behavior of the vehicle body is necessary ("friction control required?" Shown in the figure) is performed. Here, the process of step S106 is performed based on the behavior of the vehicle V calculated in step S102 and the total friction calculated in step S104.
If it is determined in step S106 that the control for generating the friction for suppressing the behavior of the vehicle body is required in the suspension SP ("Yes" shown in the drawing), the process performed by the vehicle behavior control device 1 is performed in step S108. Migrate to

On the other hand, when it is determined in step S106 that the control for generating the friction for suppressing the behavior of the vehicle body is not required in the suspension SP ("No" shown in the drawing), the process performed by the vehicle behavior control device 1 is as follows. The process proceeds to step S100.
In step S108, the ride comfort control side target friction calculation unit 96 calculates each wheel target friction for ride comfort control, and the steering stability control side target friction calculation unit 108 calculates each wheel target friction for control stability control. Thereby, in step S108, processing for calculating the target friction ("target friction calculation" shown in the figure) is performed. If the process which calculates target friction is performed in step S108, the process which the vehicle behavior control apparatus 1 will transfer to step S110.

In step S110, based on the various states acquired in step S100, a process of determining whether or not to permit output of the driving force command value ("drive command permission?" Shown in the figure) is performed.
The specific process performed in step S110 will be described later.
If it is determined in step S110 that the output of the driving force command value is permitted (“Yes” shown in the figure), the process performed by the vehicle behavior control device 1 proceeds to step S112.

On the other hand, if it is determined in step S110 that the output of the driving force command value is not permitted (“No” shown in the figure), the process performed by the vehicle behavior control device 1 proceeds to step S114.
In step S112, based on the various states acquired in step S100, a process of determining whether to permit the output of the braking force command value (“braking command permission?” Shown in the figure) is performed.

The specific process performed in step S112 will be described later.
If it is determined in step S112 that the output of the braking force command value is permitted (“Yes” shown in the figure), the process performed by the vehicle behavior control device 1 proceeds to step S116.
On the other hand, if it is determined in step S112 that the output of the braking force command value is not permitted ("No" shown in the figure), the process performed by the vehicle behavior control device 1 proceeds to step S120.

In step S114, similarly to step S112, based on the various states acquired in step S100, a process of determining whether to permit the output of the braking force command value ("braking command permission?" Shown in the figure) is performed. .
The specific process performed in step S114 will be described later.
If it is determined in step S114 that the output of the braking force command value is permitted ("Yes" shown in the figure), the process performed by the vehicle behavior control device 1 proceeds to step S122.

On the other hand, if it is determined in step S114 that the output of the braking force command value is not permitted ("No" shown in the figure), the process performed by the vehicle behavior control device 1 is ended (END).
In step S116, the ride comfort control side braking / driving force distribution ratio signal and the steering stability control side braking / driving force distribution ratio signal are output. Thus, in step S116, a process for distributing the ride comfort control side braking / driving force distribution ratio and the steering stability control side braking / driving force distribution ratio to the means for realizing the friction of the suspension SP ("friction" shown in the figure). Distribution to realization means)). In step S116, when the process of outputting the ride comfort control side braking / driving force distribution ratio signal and the steering stability control side braking / driving force distribution ratio signal is performed, the process performed by the vehicle behavior control device 1 proceeds to step S118.

The specific process performed in step S116 will be described later.
In step S118, processing for calculating a braking force command value and processing for calculating a driving force command value ("braking / driving force command value calculation" shown in the figure) are performed. Further, in step S118, a process for outputting the braking force command value to the brake actuator 26 and a process for outputting the driving force command value to the power control unit 28 are performed. In step S118, when the process of outputting the braking force command value to the brake actuator 26 and the process of outputting the driving force command value to the power control unit 28 are performed, the process performed by the vehicle behavior control device 1 is ended (END).

In step S120, processing for calculating a driving force command value ("driving force command value calculation" shown in the figure) is performed. Further, in step S120, a process for outputting the driving force command value to the power control unit 28 is performed. If the process which outputs a driving force command value to the motive power control unit 28 is performed in step S120, the process which the vehicle behavior control apparatus 1 will complete | finish (END).
In step S122, processing for calculating a braking force command value ("braking force command value calculation" shown in the figure) is performed. Further, in step S122, processing for outputting a braking force command value to the brake actuator 26 is performed. If the process which outputs a braking force command value to the brake actuator 26 is performed in step S122, the process which the vehicle behavior control apparatus 1 will complete | finish (END).

Next, specific processing performed in step S110 will be described with reference to FIGS. 1 to 31 and FIG.
FIG. 32 is a flowchart showing a process of determining whether or not to permit output of the driving force command value among the operations performed using the vehicle behavior control apparatus 1, that is, the process performed in step S110 described above.
As shown in FIG. 32, when the process performed in step S110 is started (START), first, in step S200, it is determined whether or not the above-described VDC control or TCS control is operating (" VDC or TCS = ON? ").

If it is determined in step S200 that the VDC control or the TCS control is operating (“Yes” shown in the drawing), the process performed in step S110 proceeds from step S200 to step S202.
On the other hand, if it is determined in step S200 that the VDC control and the TCS control are not operating ("No" shown in the figure), the process performed in step S110 shifts from step S200 to step S204.
In step S202, processing for not permitting output of the driving force command value ("driving force command not permitted" shown in the figure) is performed. If the process which does not permit the output of the driving force command value is performed in step S202, the process performed in step S110 returns from the step S202 to the process of step S200 (RETURN).

In step S204, processing for permitting output of the driving force command value ("driving force command permission" shown in the figure) is performed. If the process which permits the output of a driving force command value is performed in step S204, the process performed in step S110 returns from the step S204 to the process of step S200 (RETURN).
As described above, in the processing performed in step S110, when the above-described VDC control or TCS control is operating, that is, when the control for suppressing unstable behavior related to traveling of the vehicle V is operating, the driving force Performs processing that does not allow command value output.

Next, specific processing performed in steps S112 and S114 will be described using FIG. 33 with reference to FIGS.
FIG. 33 is a flowchart showing a process for determining whether or not output of a braking force command value is permitted, that is, a process performed in steps S112 and S114 described above, among the operations performed using the vehicle behavior control device 1. .
As shown in FIG. 33, when the processing performed in steps S112 and S114 is started (START), first, the processing in step S300 is performed.
In step S300, a process of determining whether the above-described VDC control or ABS control is operating (“VDC or ABS = ON?” Shown in the figure) is performed.

If it is determined in step S300 that VDC control or ABS control is operating (“Yes” shown in the figure), the processing performed in steps S112 and S114 proceeds from step S300 to step S302.
On the other hand, if it is determined in step S300 that the VDC control and the ABS control are not operating ("No" shown in the drawing), the processing performed in steps S112 and S114 proceeds from step S300 to step S304.
In step S302, processing for not permitting output of the braking force command value ("braking force command not permitted" shown in the figure) is performed. If the process which does not permit the output of the braking force command value is performed in step S302, the process performed in steps S112 and S114 returns (RETURN) from step S302 to step S300.

In step S304, processing for permitting the output of the braking force command value ("braking force command permission" shown in the figure) is performed. In step S304, when the process of permitting the output of the braking force command value is performed, the process performed in steps S112 and S114 returns (RETURN) from step S304 to the process of step S300.
As described above, in the processing performed in steps S112 and S114, when the above-described VDC control or ABS control is operating, that is, when the control for suppressing unstable behavior related to traveling of the vehicle V is operating, Processing that does not permit output of the braking force command value is performed.

Next, specific processing performed in step S116 will be described with reference to FIGS. 1 to 33 and FIGS. 34 to 39. FIG.
FIG. 34 is a flowchart showing a part of the process of calculating the steering stability control side braking / driving force distribution ratio, that is, the process performed in step S116 described above, among the operations performed using the vehicle behavior control apparatus 1.
As shown in FIG. 34, when the processing performed in step S116 is started (START), first, in step S400, the current driving vehicle detection result signal received from the driving method detection block 142 includes the current vehicle V. Refer to the driving method. Then, a process of determining whether or not the drive method included in the drive method detection result signal is the above-described D2, that is, front wheel drive (FF: Front-engine Front-drive as an example) ("FF"?")I do.

If it is determined in step S400 that the drive method included in the drive method detection result signal is front wheel drive ("Yes" shown in the figure), the processing performed in step S116 proceeds from step S400 to step S402.
On the other hand, if it is determined in step S400 that the drive method included in the drive method detection result signal is not front wheel drive ("No" shown in the figure), the processing performed in step S116 proceeds from step S400 to step S404.

  In step S402, a process of calculating a steering stability control side braking / driving force distribution ratio for generating friction with respect to the suspension SP according to front wheel driving ("FF braking / driving force distribution ratio calculation" shown in the figure). ). When the process of calculating the steering stability control side braking / driving force distribution ratio corresponding to the front wheel drive is performed in step S402, the process performed in step S116 is ended (END).

The specific process performed in step S402 will be described later.
In step S404, the current driving method of the vehicle V included in the driving method detection result signal received from the driving method detection block 142 is referred to. And the process (Drawing shown in a figure) which judges whether the drive system which a drive system detection result signal contains is D3 mentioned above, ie, rear-wheel drive (for example, FR: Front-engine Rear-drive). FR? ").

If it is determined in step S404 that the drive method included in the drive method detection result signal is rear wheel drive ("Yes" shown in the figure), the processing performed in step S116 proceeds from step S404 to step S406.
On the other hand, if it is determined in step S404 that the drive method included in the drive method detection result signal is not rear wheel drive ("No" shown in the figure), the processing performed in step S116 proceeds from step S404 to step S408. .
In step S406, a process of calculating a steering stability control side braking / driving force distribution ratio for generating friction with respect to the suspension SP according to the rear wheel drive ("FR braking / driving force distribution ratio calculation shown in the figure"). )). When the process of calculating the steering stability control side braking / driving force distribution ratio corresponding to the rear wheel drive is performed in step S406, the process performed in step S116 is ended (END).

The specific process performed in step S406 will be described later.
In step S408, the current driving method of the vehicle V included in the driving method detection result signal received from the driving method detection block 142 is referred to. And the process ("4WD?" Shown in the figure) which determines whether the drive system which a drive system detection result signal contains is D4 mentioned above, ie, four-wheel parallel drive (4WD: 4 Wheel Drive), is performed. .

If it is determined in step S408 that the drive method included in the drive method detection result signal is four-wheel parallel drive ("Yes" shown in the figure), the processing performed in step S116 proceeds from step S408 to step S410.
On the other hand, if it is determined in step S408 that the drive method included in the drive method detection result signal is not the four-wheel parallel drive ("No" shown in the figure), the process performed in step S116 proceeds from step S408 to step S412. To do.

  In step S410, a process of calculating a steering stability control side braking / driving force distribution ratio for generating friction with respect to the suspension SP according to the four-wheel parallel drive ("4WD braking / driving force distribution ratio shown in the figure"). Calculation "). When the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel parallel drive is performed in step S410, the process performed in step S116 is ended (END).

The specific process performed in step S410 will be described later.
In step S412, the current driving method of the vehicle V included in the driving method detection result signal received from the driving method detection block 142 is referred to. Then, a process of determining whether or not the drive method included in the drive method detection result signal is the above-described D5, that is, four-wheel torque vector drive (4WD torque vector) (“4WD torque vector?” Shown in the figure). I do.

If it is determined in step S412 that the drive method included in the drive method detection result signal is four-wheel torque vector drive ("Yes" shown in the figure), the processing performed in step S116 proceeds from step S412 to step S414. .
On the other hand, if it is determined in step S412 that the drive method included in the drive method detection result signal is not the four-wheel torque vector drive ("No" shown in the figure), the process performed in step S116 proceeds from step S412 to step S416. Transition.

  In step S414, a process of calculating a steering stability control side braking / driving force distribution ratio for generating friction with respect to the suspension SP in accordance with the four-wheel torque vector driving (“4WD torque vector driving braking shown in the figure). Driving force distribution ratio calculation ") is performed. When the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel torque vector drive is performed in step S414, the process performed in step S116 is terminated (END).

The specific process performed in step S414 will be described later.
In step S416, a process of calculating the steering stability control side braking / driving force distribution ratio for generating the friction with respect to the suspension SP according to the above-described D1, that is, the four-wheel individual driving (“four shown in the figure”). Calculation of braking / driving force distribution ratio for individual wheel driving ”). When the process of calculating the steering stability control side braking / driving force distribution ratio corresponding to the four-wheel individual drive is performed in step S416, the process performed in step S116 is ended (END).
The specific process performed in step S416 will be described later.

Next, specific processing performed in step S402 will be described with reference to FIGS. 1 to 34 and FIG.
FIG. 35 shows a process of calculating the steering stability control side braking / driving force distribution ratio corresponding to the front wheel drive out of the operations performed using the vehicle behavior control apparatus 1, that is, a part of the process performed in step S402 described above. It is a flowchart to show.
As shown in FIG. 35, when the process performed in step S402 is started (START), first, in step S500, the determination result included in the turning state determination result signal received from the turning state determination block 144 is referred to. Then, a process of determining whether or not the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted to the initial turning state ("turning initial?" )I do.

If it is determined in step S500 that the turning state determination result signal includes a determination result indicating that the turning initial state has been shifted ("Yes" shown in the drawing), the processing performed in step S402 is performed from step S500 to step S500. The process proceeds to S502.
On the other hand, if it is determined in step S500 that the turning state determination result signal does not include the determination result indicating that the turning initial state has been shifted ("No" shown in the figure), the processing performed in step S402 is performed in step S402. The process proceeds from S500 to step S504.

  In step S502, a process of calculating a steering stability control side braking / driving force distribution ratio for generating friction with respect to the suspension SP according to the front wheel driving and the initial turning state ("FF initial turning control for FF shown in the figure"). Driving force distribution ratio calculation ") is performed. In step S502, when the process for calculating the steering stability control side braking / driving force distribution ratio corresponding to the front wheel drive and the initial turning state is performed, the process performed in step S402 is ended (END).

  The process of calculating the steering stability control side braking / driving force distribution ratio according to the front wheel drive and the initial turning state is to generate the friction shown in FIG. 23A in the suspension SP in the non-high G state. It is processing of. Further, the process of calculating the steering stability control side braking / driving force distribution ratio according to the front wheel drive and the initial turning state is for generating the friction shown in FIG. 24A in the suspension SP in the high G state. It is processing.

In step S504, the determination result included in the turning state determination result signal received from the turning state determination block 144 is referred to. Then, a process of determining whether or not the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted to the steady turning state (“steady turning?” Shown in the figure). )I do.
If it is determined in step S504 that the turning state determination result signal includes a determination result indicating that the turning state has shifted to the steady turning state ("Yes" shown in the figure), the processing performed in step S402 is performed from step S504 to step S504. The process proceeds to S506.

On the other hand, if it is determined in step S504 that the turning state determination result signal does not include a determination result indicating that the turning state has shifted to the steady turning state ("No" shown in the drawing), the process performed in step S402 is performed in step S402. The process moves from S504 to step S508.
In step S506, a process of calculating a steering stability control side braking / driving force distribution ratio for generating friction with respect to the suspension SP in accordance with the front wheel drive and the steady turning state ("steady turning control for FF shown in the figure"). Driving force distribution ratio calculation ") is performed. In step S506, when the process of calculating the steering stability control side braking / driving force distribution ratio according to the front wheel drive and the steady turning state is performed, the process performed in step S402 is ended (END).

  Note that the process of calculating the steering stability control side braking / driving force distribution ratio according to the front wheel drive and the steady turning state is to generate the friction shown in FIG. 23B in the suspension SP in the non-high G state. It is processing of. Further, the process for calculating the steering stability control side braking / driving force distribution ratio according to the front wheel drive and the steady turning state is for generating the friction shown in FIG. 24B in the suspension SP in the high G state. It is processing.

In step S508, the determination result included in the turning state determination result signal received from the turning state determination block 144 is referred to. Then, a process of determining whether or not the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted to the turning escape state ("turning escape?" )I do.
If it is determined in step S508 that the turning state determination result signal includes a determination result indicating that the turning escape state has been entered ("Yes" in the drawing), the processing performed in step S402 is performed from step S508 to step S508. The process proceeds to S510.

On the other hand, if it is determined in step S508 that the turning state determination result signal does not include a determination result indicating that the turning escape state has been entered ("No" shown in the drawing), the process performed in step S402 is performed in step S402. The process proceeds from step S508 to step S512.
In step S510, a process of calculating a steering stability control side braking / driving force distribution ratio for generating friction with respect to the suspension SP in accordance with the front wheel drive and turning escape state ("turning escape control for FF" shown in the figure). Driving force distribution ratio calculation ") is performed. In step S510, when the process for calculating the steering stability control side braking / driving force distribution ratio according to the front wheel drive and turning escape state is performed, the process performed in step S402 is ended (END).

  Note that the process of calculating the steering stability control side braking / driving force distribution ratio according to the front wheel drive and turning escape state is to generate the friction shown in FIG. 23C in the suspension SP in the non-high G state. It is processing of. Further, the processing for calculating the steering stability control side braking / driving force distribution ratio according to the front wheel drive and turning escape state is for generating the friction shown in FIG. 24C in the suspension SP in the high G state. It is processing.

Next, specific processing performed in step S406 will be described with reference to FIGS. 1 to 35 and FIG.
FIG. 36 shows a process for calculating the steering stability control side braking / driving force distribution ratio corresponding to the rear wheel drive out of the operations performed using the vehicle behavior control apparatus 1, that is, a part of the process performed in step S406 described above. It is a flowchart which shows.
As shown in FIG. 36, when the processing performed in step S406 is started (START), first, in step S600, the determination result included in the turning state determination result signal received from the turning state determination block 144 is referred to. Then, a process of determining whether or not the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted to the initial turning state ("turning initial?" )I do.

If it is determined in step S600 that the turning state determination result signal includes a determination result indicating that the turning initial state has been shifted ("Yes" shown in the drawing), the processing performed in step S406 is performed from step S600 to step S600. The process proceeds to S602.
On the other hand, if it is determined in step S600 that the turning state determination result signal does not include the determination result indicating that the turning initial state has been shifted ("No" shown in the drawing), the process performed in step S406 is performed in step S406. The process moves from S600 to step S604.

  In step S602, a process of calculating a steering stability control side braking / driving force distribution ratio for generating friction with respect to the suspension SP according to the rear wheel driving and the initial turning state ("FR initial turning shown in the figure"). Calculate braking / driving force distribution ratio "). In step S602, when the process for calculating the steering stability control side braking / driving force distribution ratio according to the rear wheel drive and the initial turning state is performed, the process performed in step S406 is ended (END).

  Note that the process of calculating the steering stability control side braking / driving force distribution ratio according to the rear wheel drive and the initial turning state causes the suspension SP to generate the friction shown in FIG. 25A in the non-high G state. Process. Further, the processing for calculating the steering stability control side braking / driving force distribution ratio according to the rear wheel drive and the initial turning state is to generate the friction shown in FIG. 26A in the suspension SP in the high G state. It is processing of.

In step S604, the determination result included in the turning state determination result signal received from the turning state determination block 144 is referred to. Then, a process of determining whether or not the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted to the steady turning state (“steady turning?” Shown in the figure). )I do.
If it is determined in step S604 that the turning state determination result signal includes a determination result indicating that the turning state has shifted to the steady turning state ("Yes" shown in the drawing), the processing performed in step S406 is performed from step S604 to step S604. The process proceeds to S606.

On the other hand, if it is determined in step S604 that the turning state determination result signal does not include the determination result indicating that the turning state has shifted to the steady turning state ("No" shown in the drawing), the process performed in step S406 is performed in step S406. The process proceeds from S604 to step S608.
In step S606, a process of calculating a steering stability control side braking / driving force distribution ratio for generating friction with respect to the suspension SP according to the rear wheel drive and the steady turning state ("FR steady turning shown in the figure"). Calculate braking / driving force distribution ratio "). When the process for calculating the steering stability control side braking / driving force distribution ratio according to the rear wheel drive and the steady turning state is performed in step S606, the process performed in step S406 is ended (END).

  The process of calculating the steering stability control side braking / driving force distribution ratio according to the rear wheel drive and the steady turning state causes the suspension SP to generate the friction shown in FIG. 25B in the non-high G state. Process. In addition, the process of calculating the steering stability control side braking / driving force distribution ratio according to the rear wheel drive and the steady turning state causes the suspension SP to generate the friction shown in FIG. 26B in the high G state. It is processing of.

In step S608, the determination result included in the turning state determination result signal received from the turning state determination block 144 is referred to. Then, a process of determining whether or not the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted to the turning escape state ("turning escape?" )I do.
If it is determined in step S608 that the turning state determination result signal includes a determination result indicating that the turning escape state has been entered ("Yes" shown in the drawing), the processing performed in step S406 is performed from step S608 to step S608. The process proceeds to S610.

On the other hand, if it is determined in step S608 that the turning state determination result signal does not include a determination result indicating that the turning escape state has been entered ("No" in the drawing), the process performed in step S406 is performed in step S406. The process proceeds from step S608 to step S612.
In step S610, a process of calculating a steering stability control side braking / driving force distribution ratio for generating friction with respect to the suspension SP according to the rear wheel drive and the turning escape state ("FR turning escape shown in the figure"). Calculate braking / driving force distribution ratio "). In step S610, when the process of calculating the steering stability control side braking / driving force distribution ratio according to the rear wheel drive and turning escape state is performed, the process performed in step S406 is ended (END).

  The process of calculating the steering stability control side braking / driving force distribution ratio according to the rear wheel drive and turning escape state causes the friction shown in FIG. 25C to be generated in the suspension SP in the non-high G state. Process. Further, the process of calculating the steering stability control side braking / driving force distribution ratio according to the rear wheel drive and turning escape state is to generate the friction shown in FIG. 26C in the suspension SP in the high G state. It is processing of.

Next, specific processing performed in step S410 will be described with reference to FIGS. 1 to 36 and FIG.
FIG. 37 shows a process for calculating the steering stability control side braking / driving force distribution ratio corresponding to the four-wheel parallel drive among the actions performed using the vehicle behavior control apparatus 1, that is, one of the processes performed in step S410 described above. It is a flowchart which shows a part.
As shown in FIG. 37, when the process performed in step S410 is started (START), first, in step S700, the determination result included in the turning state determination result signal received from the turning state determination block 144 is referred to. Then, a process of determining whether or not the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted to the initial turning state ("turning initial?" )I do.

If it is determined in step S700 that the turning state determination result signal includes a determination result indicating that the turning initial state has been shifted ("Yes" shown in the drawing), the processing performed in step S410 is performed from step S700 to step S700. The process proceeds to S702.
On the other hand, if it is determined in step S700 that the turning state determination result signal does not include the determination result indicating that the state has shifted to the initial turning state ("No" shown in the drawing), the process performed in step S410 is performed in step S410. The process proceeds from S700 to step S704.

  In step S702, a process of calculating a steering stability control side braking / driving force distribution ratio for generating friction with respect to the suspension SP in accordance with the four-wheel parallel drive and the initial turning state (4WD turning shown in the figure). Calculate initial braking / driving force distribution ratio "). In step S702, when the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel parallel drive and the initial turning state is performed, the process performed in step S410 is ended (END).

  Note that the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel parallel drive and the initial turning state generates the friction shown in FIG. 27A in the suspension SP in the non-high G state. It is a process for making it. Further, the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel parallel driving and the initial turning state causes the suspension SP to generate the friction shown in FIG. 28A in the high G state. Process.

In step S704, the determination result included in the turning state determination result signal received from the turning state determination block 144 is referred to. Then, a process of determining whether or not the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted to the steady turning state (“steady turning?” Shown in the figure). )I do.
If it is determined in step S704 that the turning state determination result signal includes a determination result indicating that the turning state has shifted to the steady turning state ("Yes" shown in the drawing), the processing performed in step S410 is performed from step S704 to step S704. The process proceeds to S706.

On the other hand, if it is determined in step S704 that the turning state determination result signal does not include a determination result indicating that the turning state has shifted to the steady turning state ("No" shown in the drawing), the process performed in step S410 is performed in step S410. The process moves from S704 to step S708.
In step S706, a process for calculating the steering stability control side braking / driving force distribution ratio for generating friction with respect to the suspension SP according to the four-wheel parallel drive and the steady turning state (“4WD steady state shown in the figure). ”Calculate the turning braking / driving force distribution ratio”). When the process for calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel parallel drive and the steady turning state is performed in step S706, the process performed in step S410 is ended (END).

  Note that the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel parallel drive and the steady turning state generates the friction shown in FIG. 27B in the suspension SP in the non-high G state. It is a process for making it. In addition, in the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel parallel drive and the steady turning state, the friction shown in FIG. 28B is generated in the suspension SP in the high G state. Process.

In step S708, the determination result included in the turning state determination result signal received from the turning state determination block 144 is referred to. Then, a process of determining whether or not the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted to the turning escape state ("turning escape?" )I do.
If it is determined in step S708 that the turning state determination result signal includes a determination result indicating that the turning escape state has been entered ("Yes" shown in the drawing), the processing performed in step S410 is performed from step S708 to step S708. The process proceeds to S710.

On the other hand, if it is determined in step S708 that the turning state determination result signal does not include the determination result indicating that the turning escape state has been entered ("No" shown in the drawing), the process performed in step S410 is performed in step S410. The process moves from S708 to step S712.
In step S710, a process for calculating a steering stability control side braking / driving force distribution ratio for generating friction with respect to the suspension SP according to the four-wheel parallel drive and the turning escape state ("4WD turning shown in the figure"). Escape braking / driving force distribution ratio calculation "). In step S710, when the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel parallel drive and turning escape state is performed, the process performed in step S410 is ended (END).

  Note that the processing for calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel parallel drive and turning escape state generates the friction shown in FIG. 27C in the suspension SP in the non-high G state. It is a process for making it. Further, the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel parallel drive and the turning escape state causes the suspension SP to generate the friction shown in FIG. 28C in the high G state. Process.

Next, specific processing performed in step S414 will be described with reference to FIGS. 1 to 37 and FIG.
FIG. 38 shows the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel torque vector drive among the actions performed using the vehicle behavior control apparatus 1, that is, the process performed in step S414 described above. It is a flowchart which shows a part.
As shown in FIG. 38, when the processing performed in step S414 is started (START), first, in step S800, the determination result included in the turning state determination result signal received from the turning state determination block 144 is referred to. Then, a process of determining whether or not the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted to the initial turning state ("turning initial?" )I do.

If it is determined in step S800 that the turning state determination result signal includes a determination result indicating that the turning initial state has been shifted ("Yes" shown in the drawing), the processing performed in step S414 is performed from step S800 to step S800. The process proceeds to S802.
On the other hand, if it is determined in step S800 that the turning state determination result signal does not include the determination result indicating that the state has shifted to the initial turning state ("No" shown in the drawing), the process performed in step S414 is performed in step S414. The process proceeds from S800 to step S804.

  In step S802, a process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel torque vector driving and the initial turning state ("4WD torque vector turning initial braking / driving force distribution ratio calculation" shown in the figure). ). In step S802, when the process for calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel torque vector drive and the initial turning state is performed, the process performed in step S414 is ended (END).

  Note that the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel torque vector drive and the initial turning state is the friction shown in FIG. 29A in the suspension SP in the non-high G state. It is a process for generating. In addition, the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel torque vector drive and the initial turning state generates the friction shown in FIG. 30A in the suspension SP in the high G state. It is a process for making it.

In step S804, the determination result included in the turning state determination result signal received from the turning state determination block 144 is referred to. Then, a process of determining whether or not the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted to the steady turning state (“steady turning?” Shown in the figure). )I do.
If it is determined in step S804 that the turning state determination result signal includes a determination result indicating that the turning state has shifted to the steady turning state (“Yes” in the drawing), the processing performed in step S414 is performed from step S804 to step S804. The process proceeds to S806.

On the other hand, if it is determined in step S804 that the turning state determination result signal does not include a determination result indicating that the turning state has shifted to the steady turning state ("No" shown in the drawing), the process performed in step S414 is performed in step S414. The process moves from S804 to step S808.
In step S806, a process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel torque vector drive and the steady turning state ("calculation of steady turning braking / driving force distribution ratio for 4WD torque vector" shown in the figure). ). When the process for calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel torque vector drive and the steady turning state is performed in step S806, the process performed in step S414 is ended (END).

  Note that the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel torque vector drive and the steady turning state is the friction shown in FIG. 29B in the suspension SP in the non-high G state. It is a process for generating. In addition, in the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel torque vector drive and the steady turning state, the friction shown in FIG. 30B is generated in the suspension SP in the high G state. It is a process for making it.

In step S808, the determination result included in the turning state determination result signal received from the turning state determination block 144 is referred to. Then, a process of determining whether or not the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted to the turning escape state ("turning escape?" )I do.
If it is determined in step S808 that the turning state determination result signal includes a determination result indicating that the turning escape state has been entered ("Yes" in the drawing), the processing performed in step S414 is performed from step S808 to step S808. The process proceeds to S810.

On the other hand, if it is determined in step S808 that the turning state determination result signal does not include the determination result indicating that the turning escape state has been entered ("No" shown in the drawing), the process performed in step S414 is performed in step S414. The process moves from S808 to step S812.
In step S810, a process for calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel torque vector drive and the turning escape state ("4WD torque vector turning escape braking / driving force distribution ratio calculation" shown in the figure). ). In step S810, when the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel torque vector drive and the turning escape state is performed, the process performed in step S414 is ended (END).

  Note that the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel torque vector drive and the turning escape state is performed by applying the friction shown in FIG. 29 (c) to the suspension SP in the non-high G state. It is a process for generating. In addition, the process for calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel torque vector drive and the turning escape state generates the friction shown in FIG. 30 (c) in the suspension SP in the high G state. It is a process for making it.

Next, specific processing performed in step S416 will be described with reference to FIGS. 1 to 38 and FIG.
FIG. 39 shows a process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel individual drive among the actions performed using the vehicle behavior control apparatus 1, that is, one of the processes performed in step S416 described above. It is a flowchart which shows a part.
As shown in FIG. 39, when the processing performed in step S416 is started (START), first, in step S900, the determination result included in the turning state determination result signal received from the turning state determination block 144 is referred to. Then, a process of determining whether or not the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted to the initial turning state ("turning initial?" )I do.

If it is determined in step S900 that the turning state determination result signal includes a determination result indicating that the turning initial state has been shifted ("Yes" shown in the drawing), the processing performed in step S416 is performed from step S900 to step S900. The process proceeds to S902.
On the other hand, if it is determined in step S900 that the turning state determination result signal does not include a determination result indicating that the turning initial state has been shifted ("No" shown in the drawing), the process performed in step S416 is performed in step S416. The process proceeds from S900 to step S904.

  In step S902, the steering stability control side braking / driving force distribution ratio for generating the friction with respect to the suspension SP according to the four-wheel individual driving and the initial turning state is calculated ("four-wheel individual driving shown in the figure"). Calculating the driving turning initial braking / driving force distribution ratio "). In step S902, when the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel individual driving and the initial turning state is performed, the process performed in step S416 is ended (END).

  Note that the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel individual driving and the initial turning state generates the friction shown in FIG. 21A in the suspension SP in the non-high G state. It is a process for making it. Further, the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel individual drive and the initial turning state causes the suspension SP to generate the friction shown in FIG. 22A in the high G state. Process.

In step S904, the determination result included in the turning state determination result signal received from the turning state determination block 144 is referred to. Then, a process of determining whether or not the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted to the steady turning state (“steady turning?” Shown in the figure). )I do.
If it is determined in step S904 that the turning state determination result signal includes a determination result indicating that the turning state has shifted to the steady turning state ("Yes" shown in the drawing), the processing performed in step S416 is performed from step S904 to step S904. The process proceeds to S906.

On the other hand, if it is determined in step S904 that the turning state determination result signal does not include a determination result indicating that the turning state has shifted to the steady turning state ("No" shown in the drawing), the process performed in step S416 is performed in step S416. The process moves from S904 to step S908.
In step S906, a process of calculating a steering stability control side braking / driving force distribution ratio for generating friction with respect to the suspension SP according to the four-wheel individual driving and the steady turning state (“four-wheel individual driving shown in the figure”). “Calculate steady turning braking / driving force distribution ratio for driving”). In step S906, when the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel individual driving and the steady turning state is performed, the process performed in step S416 is ended (END).

  Note that the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel individual driving and the steady turning state generates the friction shown in FIG. 21B in the suspension SP in the non-high G state. It is a process for making it. Further, the process for calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel individual driving and the steady turning state causes the suspension SP to generate the friction shown in FIG. 22B in the high G state. Process.

In step S908, the determination result included in the turning state determination result signal received from the turning state determination block 144 is referred to. Then, a process of determining whether or not the determination result included in the turning state determination result signal is a determination result that the turning state of the vehicle V has shifted to the turning escape state ("turning escape?" )I do.
If it is determined in step S908 that the turning state determination result signal includes a determination result indicating that the turning escape state has been entered ("Yes" shown in the drawing), the processing performed in step S416 is performed from step S908 to step S908. The process proceeds to S910.

On the other hand, if it is determined in step S908 that the turning state determination result signal does not include a determination result indicating that the turning escape state has been entered ("No" shown in the drawing), the process performed in step S416 is performed in step S416. The process moves from S908 to step S912.
In step S910, a process of calculating a steering stability control side braking / driving force distribution ratio for generating friction with respect to the suspension SP in accordance with the four-wheel individual drive and turning escape state ("four-wheel individual Calculating the driving turning escape braking driving force distribution ratio "). In step S910, when the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel individual driving and the turning escape state is performed, the process performed in step S416 is ended (END).

  Note that the processing for calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel individual driving and turning escape state generates the friction shown in FIG. 21C in the suspension SP in the non-high G state. It is a process for making it. Further, the process of calculating the steering stability control side braking / driving force distribution ratio according to the four-wheel individual driving and turning escape state causes the suspension SP to generate the friction shown in FIG. 22C in the high G state. Process.

Next, a specific example of processing performed by the vehicle behavior control device 1 will be described with reference to FIGS. 1 to 39 with reference to FIG. 40 using a time chart. FIG. 40 is a time chart showing processing performed by the vehicle behavior control device 1 while the vehicle V is traveling, and is a diagram showing changes in friction generated for each suspension SP.
Specifically, FIG. 40A is a diagram showing a change in the friction FrB due to the braking force generated for the suspension SPFL, and FIG. 40B is a friction due to the braking force generated for the suspension SPFR. It is a figure which shows the change of FrB. FIG. 40C is a diagram showing changes in the friction FrB due to the braking force generated on the suspension SPRL, and FIG. 40D is a diagram showing changes in the friction FrB due to the braking force generated on the suspension SPRR. FIG.

  FIG. 40E is a diagram showing changes in the friction FrD due to the driving force generated for the suspension SPFL, and FIG. 40F is a diagram showing changes in the friction FrD due to the driving force generated for the suspension SPFR. FIG. FIG. 40 (g) is a diagram showing a change in the friction FrD due to the driving force generated for the suspension SPRL, and FIG. 40 (h) is a change in the friction FrD due to the driving force generated for the suspension SPRR. FIG.

Here, in FIG. 40, as an example, the traveling state of the vehicle V transitions from a straight traveling state to a left-turning state (shifting from the turning initial state to the steady turning state and then shifting from the steady turning state to the turning escape state). Then, the operation in the case of moving again to the straight traveling state will be shown. FIG. 40 shows an operation in a non-high G state as an example.
As shown in FIG. 40, in the process performed by the vehicle behavior control device 1, the turning time and the turning initial state determination time are compared while the vehicle V is traveling.

  Then, from the time when the turning time becomes equal to or less than the turning initial state determination time (time “t1” in the figure), as shown in FIG. 40A, friction due to the braking force generated for the suspension SPFL. FrB is calculated according to the target friction. In addition to this, as shown in FIG. 40C, the friction FrB due to the braking force generated for the suspension SPRL is calculated according to the target friction.

That is, at time t1, it is determined that the turning state of the vehicle V has shifted to the initial turning state. Then, the braking / driving force distribution ratio is calculated so that the friction FrB due to the braking force is generated only in the suspension SP installed on the wheel W that is the inner wheel in the turning direction (see, for example, FIG. 21A).
After time t1, the turning time is less than the turning initial state determination time, the steering angle absolute value exceeds the turning steering angle determination value, and the estimated lateral G absolute value becomes less than the steady turning determination value (" From time t2), the friction FrB due to the braking force is calculated in the same manner as time t1. In addition, from the time point t2, the friction FrD by the driving force is calculated according to the driving method detected by the driving method detection block 142.

  Specifically, when the drive method detected by the drive method detection block 142 is D1 or D5 described above, as shown in FIG. 40 (f), the friction FrD due to the drive force generated for the suspension SPFR. Is calculated according to the target friction. In addition, as indicated by a broken line in FIG. 40H, the friction FrD-4WD caused by the driving force generated for the suspension SPRR is calculated according to the target friction.

  On the other hand, when the driving method detected by the driving method detection block 142 is D2 described above, the friction FrD-FF generated by the driving force generated with respect to the suspension SPFL is set to the target as shown in FIG. Calculate according to the friction. In addition, as shown in FIG. 40 (f), the friction FrD by the driving force generated for the suspension SPFR is calculated according to the target friction.

  That is, at the time t2, it is determined that the turning state of the vehicle V has shifted from the turning initial state to the steady turning state. When the driving method of the vehicle V is D1 or D5, the braking / driving force distribution ratio is set so that the friction FrB due to the braking force is generated only in the suspension SP installed with respect to the wheel W that is the inner wheel in the turning direction. Calculate (see, for example, FIG. 21B). In addition to this, the braking / driving force distribution ratio is calculated so that the friction FrD due to the driving force is generated only in the suspension SP installed on the wheel W that is the outer wheel in the turning direction (see, for example, FIG. 21B). ).

  On the other hand, when the driving method of the vehicle V is D2, the braking / driving force distribution ratio is calculated so that the friction FrB due to the braking force is generated only in the suspension SP installed on the wheel W that is the inner wheel in the turning direction. (For example, see FIG. 23B). In addition, the braking / driving force distribution ratio is calculated so that the friction FrD due to the driving force is generated only in the suspension SP installed on the right front wheel WFR and the left front wheel WFL (see, for example, FIG. 23B). .

From time t2 onward, when the condition that the turning state of the vehicle V is a steady turning state is not satisfied (at time “t3” in the figure), the control is performed according to the driving method detected by the driving method detection block 142. The friction FrB by power and the friction FrD by driving force are calculated.
Specifically, when the driving method detected by the driving method detection block 142 is D1 or D5 described above, as shown in FIG. 40 (e), the friction FrD caused by the driving force generated with respect to the suspension SPFL. Is calculated according to the target friction. In addition, as indicated by a broken line in FIG. 40 (g), the friction FrD-4WD caused by the driving force generated for the suspension SPRL is calculated according to the target friction.

  On the other hand, when the driving method detected by the driving method detection block 142 is D2 described above, the friction FrD generated by the driving force generated for the suspension SPFL is set to the target friction as shown in FIG. Calculate accordingly. In addition, as shown in FIG. 40 (f), the friction FrD-FF by the driving force generated for the suspension SPFR is calculated according to the target friction. Further, as shown in FIG. 40B, the friction FrB-FF caused by the braking force generated for the suspension SPFR is calculated according to the target friction. In addition, as shown in FIG. 40C, the friction FrB-FF caused by the braking force generated for the suspension SPRL is calculated according to the target friction.

  That is, at the time t3, it is determined that the turning state of the vehicle V has shifted from the steady turning state to the turning escape state. When the driving method of the vehicle V is D1 or D5, the braking / driving force distribution ratio is set so that the friction FrD due to the driving force is generated only in the suspension SP installed with respect to the wheel W that is the outer wheel in the turning direction. Calculate (see, for example, FIG. 21C).

  On the other hand, when the driving method of the vehicle V is D2, the braking / driving force distribution ratio is calculated so that the friction SP FrB caused by the braking force is generated in the suspension SP installed on the right front wheel WFR that is the outer wheel in the turning direction. (See, for example, FIG. 23 (c)). Further, the braking / driving force distribution ratio is calculated so that the friction SP FrB due to the braking force is generated in the suspension SP installed on the left rear wheel WRL that is the inner wheel in the turning direction (see, for example, FIG. 23C). . In addition, the braking / driving force distribution ratio is calculated so that the friction FrD due to the driving force is generated only in the suspension SP installed on the right front wheel WFR and the left front wheel WFL (see, for example, FIG. 23C). .

As described above, in the present embodiment, when the vehicle V is turning, the roof behavior of the vehicle body is suppressed, and the target value friction is generated in each suspension SP according to the driving method (D1 to D5) of the vehicle V. Control to make it happen.
Specifically, in accordance with the turning state of the vehicle V, the braking / driving force distribution is performed so that the steering characteristic of the vehicle V during turning traveling becomes a neutral steer characteristic by the driving force generated by the wheels W capable of generating the driving force. Calculate the ratio. Then, the driving force based on the calculated braking / driving force distribution ratio is applied to the wheel W capable of generating the driving force.

  As a result, after calculating the braking / driving force distribution ratios for all the wheels W individually, the braking / driving force distribution ratios already calculated for the wheels W that cannot be driven are determined according to the detected driving method. A driving force based on the corresponding driving force command value can be applied to the driveable wheel W. For this reason, regarding the calculation of the braking / driving force distribution ratio and the driving force command value, it is possible to suppress an increase in the calculation process / calculation load.

In the present embodiment, the braking / driving force distribution ratio for all the wheels W is calculated, and the driving force based on the driving force command value calculated for applying the driving force to the driven wheels is applied to the driving wheels. The braking / driving force distribution ratio is calculated. This calculation is performed when the drive method detected by the drive method detection block 142 is front wheel drive or rear wheel drive.
The above-described driving method detection block 142 corresponds to a driving force-generating wheel detection unit.
The suspension lateral force calculation unit 46 described above corresponds to a vehicle body lateral acceleration estimation unit.
The turning state determination block 144 described above corresponds to a vehicle turning state determination unit.
Moreover, the steering angle sensor 6 mentioned above respond | corresponds to a steering angle detection part.
Moreover, the brake actuator 26, the master cylinder 24, and each wheel cylinder 32 mentioned above respond | correspond to a braking force provision part.

Here, as described above, the braking force application unit of the present embodiment is based on the braking force command value based on the braking force according to the control of the braking force request by the driver and the braking force according to the system control of the vehicle V. The braking force is added to the wheel W to add the braking force.
The braking force according to the control of the braking force request by the driver is a braking force that is controlled according to the operation of the brake pedal 22 by the driver. The braking force according to the system control of the vehicle V is a braking force that is controlled according to, for example, the preceding vehicle following traveling control or the lane keeping traveling control described above.

Further, the power control unit 28 and the power unit 30 described above correspond to a driving force application unit.
Here, as described above, the driving force application unit of the present embodiment is based on the driving force command value based on the driving force according to the control of the driving force request by the driver and the driving force according to the system control of the vehicle V. The braking force is applied to the wheels W by adding the driving forces.
In addition, the driving force according to control of the driving force request | requirement by a driver | operator is a driving force controlled according to operation of the accelerator pedal by a driver | operator. The driving force according to the system control of the vehicle V is a driving force that is controlled according to the preceding vehicle following traveling control, the lane keeping traveling control, or the like described above, for example.

The suspension state calculation unit 44 described above corresponds to a stroke position calculation unit and a stroke speed calculation unit.
The suspension state friction calculation unit 52 described above corresponds to a stroke position friction calculation unit and a stroke speed friction calculation unit.
In addition, as described above, in the vehicle behavior control method implemented by the operation of the vehicle behavior control device 1 of the present embodiment, the braking / driving force distribution ratio is set so that the steering characteristic of the vehicle V during turning travel becomes the neutral steering characteristic. Is calculated. Here, the braking / driving force distribution ratio is determined so that the steering characteristic of the vehicle V during turning travel becomes a neutral steer characteristic by the driving force generated in the wheel W capable of generating the driving force according to the determined turning state of the vehicle V. To calculate.

(Effects of the first embodiment)
If it is the vehicle behavior control apparatus 1 of this embodiment, it will become possible to show the effect described below.
(1) The steering stability control side braking / driving force distribution ratio calculation unit 110 calculates the steering stability control side braking / driving force distribution ratio so that the steering characteristic of the vehicle V during turning travel becomes a neutral steering characteristic. Here, the steering stability control side braking / driving force distribution ratio is determined based on the vehicle V during turning by the driving force generated on the wheels W detected by the driving method detection block 142 according to the turning state determined by the turning state determination block 144. The steering characteristic is calculated so as to be a neutral steer characteristic.

For this reason, during turning, the suspension SP generates friction for suppressing the behavior of the vehicle body, and the vehicle W is driven such that the steering characteristics of the vehicle V become neutral steering characteristics with respect to the wheels W capable of generating driving force. Force can be generated.
As a result, it is possible to generate a driving force for controlling the suspension SP to generate friction for suppressing the roof behavior of the vehicle body and for stabilizing the steering characteristics of the vehicle V during turning. It becomes possible to perform appropriately according to the wheel W.

(2) The steering stability control side braking / driving force distribution ratio calculation unit 110 calculates the braking / driving force distribution ratio for all the wheels W. And according to the braking / driving force distribution ratio calculated for all the wheels W, in addition to the driving force calculated for applying to the driving wheels according to the braking / driving force distribution ratio calculated for all the wheels W The braking / driving force distribution ratio is calculated so that the driving force calculated for applying to the driven wheel is applied to the driving wheel. This calculation is performed when the drive method detected by the drive method detection block 142 is front wheel drive or rear wheel drive.

As a result, the driving force based on the driving force command value is applied to the wheel W that becomes the driving wheel in the front wheel driving or the rear wheel driving according to the driving method of the vehicle V without changing the calculation load of the driving force command value. It becomes possible to do.
In addition, after calculating the braking / driving force distribution ratio for all the wheels W individually, according to the braking / driving force distribution ratio that has already been calculated for the wheels W that cannot be driven according to the detected driving method. The driving force based on the driving force command value can be applied to the driveable wheel W. This makes it possible to suppress an increase in the calculation process / calculation load regarding the calculation of the braking / driving force distribution ratio and the driving force command value.

(3) On the steering stability control side, the steering stability control side braking / driving force distribution ratio calculation unit 110 generates the friction FrB due to the braking force on the suspension SP installed on the wheel W that is the inner wheel in the turning direction. The braking / driving force distribution ratio is calculated. This calculation is performed when the turning state determination block 144 determines that the turning state of the vehicle V is the turning initial state.
For this reason, in the initial state of turning, it is possible to add an inward yaw moment in the turning direction to the vehicle V, and to suppress the steering characteristic of the vehicle V from becoming an understeer characteristic. .
As a result, in the initial state of turning, the steering characteristics of the vehicle V tend to be toward the neutral steering characteristic, and it is possible to suppress a decrease in steering stability in the initial state of turning.

(4) Steering stability The steering stability control side braking / driving force distribution ratio calculation unit 110 generates the friction FrB due to the braking force on the suspension SP installed at least on the wheel W that is the inner wheel in the turning direction. The control side braking / driving force distribution ratio is calculated. In addition to this, the steering stability control side braking / driving force distribution ratio is calculated so that the friction SP FrD due to the driving force is generated in the suspension SP installed at least on the wheel W which is the outer wheel in the turning direction. These calculations are performed when the turning state determination block 144 determines that the turning state of the vehicle V is a steady turning state.

For this reason, when the roll angle of the vehicle V that changes during turning is in a steady state, an inward yaw moment can be added in the turning direction, and the steering characteristic of the vehicle V is suppressed from becoming an understeer characteristic. Is possible.
As a result, when the roll angle of the vehicle V that changes during turning is in a steady state, the steering characteristic of the vehicle V tends to be toward the neutral steering characteristic, and the reduction in steering stability in the initial state of turning is suppressed. It becomes possible.

(5) Steering stability control The steering stability control is performed so that the braking / driving force distribution ratio calculating unit 110 generates friction FrD due to the driving force on the suspension SP installed on the wheel W that is the inner wheel in the turning direction. The side braking / driving force distribution ratio is calculated. This calculation is performed when the turning state determination block 144 determines that the turning state of the vehicle V is the turning escape state.
For this reason, when the running state of the vehicle V changes from turning to straight running, it is possible to add a yaw moment that goes outward in the turning direction, and the steering characteristic of the vehicle V becomes an oversteer characteristic. It becomes possible to suppress.
As a result, when the running state of the vehicle V changes from turning to straight running, the steering characteristic of the vehicle V is set to the neutral steering characteristic side, and a decrease in steering stability in the initial state of turning is suppressed. It becomes possible.

(6) The total friction calculation unit 56 adds the braking force friction calculated by the braking force friction calculation unit 48 and the driving force friction calculated by the driving force friction calculation unit 50. Then, the total friction generated in the suspension SP is individually calculated for each suspension SP.
For this reason, the friction generated in the suspension SP is appropriately calculated based on the longitudinal force received by the suspension SP by the braking force and driving force of the wheels W even during straight traveling where the lateral force is difficult to act. Is possible.
As a result, it is possible to calculate the braking force command value and the driving force command value using the friction generated in the suspension SP, which is appropriately calculated according to the traveling state of the vehicle V, and according to the traveling state of the vehicle V. It is possible to perform the behavior control more appropriately.

(7) The total friction calculation unit 56 adds the stroke position friction calculated by the stroke position friction calculation unit to the braking force friction and the driving force friction, and calculates the total friction individually for each suspension SP.
For this reason, it is possible to appropriately calculate the total friction on the basis of the stroke position of the suspension SP that changes when the vehicle V travels, in addition to the longitudinal force that the suspension SP receives.
As a result, it is possible to calculate the braking force command value and the driving force command value by using the total friction whose calculation accuracy is improved according to the traveling state of the vehicle V based on the stroke position of the suspension SP.

(8) The total friction calculation unit 56 adds the stroke speed friction calculated by the stroke speed friction calculation unit to the braking force friction and the driving force friction, and calculates the total friction for each suspension SP individually.
Therefore, it is possible to appropriately calculate the total friction based on the stroke speed of the suspension SP that changes when the vehicle V travels in addition to the longitudinal force that the suspension SP receives.
As a result, it is possible to calculate the braking force command value and the driving force command value by using the total friction whose calculation accuracy is improved according to the traveling state of the vehicle V based on the stroke speed of the suspension SP.

(9) The total friction calculation unit 56 adds the lateral force friction calculated by the suspension lateral force friction calculation unit 54 to the braking force friction and the driving force friction, and calculates the total friction for each suspension SP individually. .
Therefore, it is possible to appropriately calculate the total friction based on the lateral force acting on the suspension SP when the vehicle V is turning, in addition to the longitudinal force that the suspension SP receives input.
As a result, it is possible to calculate the braking force command value and the driving force command value by using the total friction whose calculation accuracy is improved according to the traveling state of the vehicle V based on the lateral force acting on the suspension SP. .

(10) The braking force calculation unit 40 calculates the braking force of the wheel W based on the traveling control of the vehicle V, and the driving force calculation unit 42 calculates the driving force of the wheel W based on the traveling control of the vehicle V.
As a result, it is possible to calculate the braking force and driving force of the wheels W that do not reflect the control for suppressing the roll behavior of the vehicle body, and it is possible to appropriately calculate the total friction.

(11) The braking force application unit applies the braking force to the wheel W based on the braking force command value calculated by the braking force command value calculation unit 100, and the driving force application unit calculates the driving force command value calculation unit 102. Based on the calculated driving force command value, a driving force is applied to the wheel W.
As a result, it is possible to apply to the wheels W a braking force for causing the suspension SP to generate friction for suppressing the roof behavior of the vehicle body. In addition to this, it is possible to apply to the wheels W a braking force and a driving force for causing the suspension SP to generate friction for stabilizing the steering characteristics of the vehicle V during turning.

(12) The braking force applying unit adds the braking force based on the braking force command value to the braking force according to the control of the braking force request by the driver and the braking force according to the system control of the vehicle V, and the wheel W A braking force is applied to.
As a result, in addition to the braking force that does not reflect the control for suppressing the behavior of the vehicle body, the braking force that reflects the control for suppressing the behavior of the vehicle body can be applied to the wheels W.

(13) The driving force application unit adds the driving force based on the driving force command value to the driving force according to the control of the driving force request by the driver and the driving force according to the system control of the vehicle V, and the wheel W A driving force is applied to.
As a result, in addition to the driving force that does not reflect the control for suppressing the behavior of the vehicle body, the driving force that reflects the control for suppressing the behavior of the vehicle body can be applied to the wheels W.

(14) In the vehicle behavior control method implemented by the operation of the vehicle behavior control device 1 of the present embodiment, the braking / driving force distribution ratio is calculated so that the steering characteristic of the vehicle V during turning travel becomes the neutral steer characteristic. Here, the braking / driving force distribution ratio is determined so that the steering characteristic of the vehicle V during turning travel becomes a neutral steer characteristic by the driving force generated in the wheel W capable of generating the driving force according to the determined turning state of the vehicle V. To calculate.

For this reason, during turning, the suspension SP generates friction for suppressing the behavior of the vehicle body, and the vehicle W is driven such that the steering characteristics of the vehicle V become neutral steering characteristics with respect to the wheels W capable of generating driving force. Force can be generated.
As a result, it is possible to generate a driving force for controlling the suspension SP to generate friction for suppressing the roof behavior of the vehicle body and for stabilizing the steering characteristics of the vehicle V during turning. It becomes possible to perform appropriately according to the wheel W.

(Modification)
(1) In the present embodiment, the steering stability control side braking / driving force distribution ratio calculation unit 110 controls the steering stability control side braking / driving according to the detected driving method, the estimated lateral acceleration, and the determined turning state. Although the power distribution ratio is calculated, the present invention is not limited to this. In other words, the riding comfort control side braking / driving force distribution ratio calculation unit 98 may calculate the riding comfort control side braking / driving force distribution ratio according to the detected driving method, the estimated lateral acceleration, and the determined turning state. Good.

(2) In the present embodiment, the configuration of the vehicle V is configured such that the driving method of the vehicle V can be selected from the five types of driving methods (D1 to D5) described above. It is not limited. That is, the configuration of the vehicle V is changed from four wheel drive (at least one of four wheel individual drive, four wheel parallel drive, four wheel torque vector drive) and at least one of front wheel drive and rear wheel drive. It is good also as a structure which can select a drive system.

(3) In the present embodiment, the vehicle V is an electric vehicle, and each wheel W is provided with an in-wheel motor (IWM) as a drive motor. However, the present invention is not limited to this. That is, the vehicle V may be an electric vehicle, for example, provided with one drive motor as the power unit 30, and a driving force generated by the drive motor may be applied to each wheel W via a drive shaft or the like. .

(4) In the present embodiment, the vehicle V is an electric vehicle. However, the vehicle V is not limited to this, and a hybrid (HEV: Hybrid Electric) in which the driving source of the wheels W is formed by a driving motor and an engine. Vehicle) A vehicle may be used. Further, the vehicle V may be a vehicle in which the driving source of the wheels W is formed only by the engine.
(5) In the present embodiment, the total friction is calculated by adding the braking force friction, the driving force friction, the stroke position friction, the stroke speed friction, and the lateral force friction. However, the present invention is not limited to this. That is, the total friction may be calculated based on at least the braking force friction and the driving force friction.

(6) In the present embodiment, the braking / driving force distribution ratio is calculated so that the steering characteristic of the vehicle V during turning travel becomes a neutral steer characteristic, but the present invention is not limited to this. In other words, the braking / driving force distribution ratio calculated so that the steering characteristic of the vehicle V during turning travel becomes the neutral steer characteristic may be converted so that the steering characteristic of the vehicle V during turning traveling becomes the understeer characteristic. Similarly, even if the braking / driving force distribution ratio calculated so that the steering characteristic of the vehicle V during turning travel becomes the neutral steering characteristic is converted so that the steering characteristic of the vehicle V during turning traveling becomes the oversteer characteristic. Good. These conversions are performed, for example, by placing a switch for switching the steering characteristics of the vehicle V by the driver's operation in the vehicle interior and referring to an information signal including the steering characteristics selected by the driver's operation.

DESCRIPTION OF SYMBOLS 1 Vehicle behavior control apparatus 20 Braking / driving force controller 24 Master cylinder 26 Brake actuator 28 Power control unit 30 Power unit 32 Wheel cylinder 34 Friction detection block 36 Riding comfort control block 38 Steering stability control block 40 Braking force calculation part 42 Driving force calculation Unit 44 Suspension state calculation unit 46 Suspension lateral force calculation unit 48 Braking force friction calculation unit 50 Driving force friction calculation unit 52 Suspension state friction calculation unit 54 Lateral force friction calculation unit 56 Total friction calculation unit 94 Ride comfort control side vehicle behavior calculation unit 96 Ride comfort control side target friction calculation unit 98 Ride comfort control side braking / driving force distribution ratio calculation unit 100A Braking force command value calculation unit 100 provided in the ride comfort control block 36 B Driving force command value calculation unit 102A included in the steering stability control block 38A Driving force command value calculation unit 102B included in the riding comfort control block 36B Driving force command value calculation unit 106 included in the steering stability control block 38 Vehicle behavior calculation unit 108 Steering stability control side target friction calculation unit 110 Steering stability control side braking / driving force distribution ratio calculation unit 112 Behavior suppression friction calculation unit 140 Driving method selection switch 142 Driving method detection block 144 Turning state determination block 146 Turning State determination vehicle behavior calculation unit 148 First steering angle determination unit 150 Second steering angle determination unit 152 Turning time calculation unit 154 Steering angle delay processing unit 156 Turning time determination unit 158 Lateral acceleration determination unit 160 First turning initial flag conversion unit 162 Second turning initial flag conversion unit 164 Steady turning determination unit 1 66 Steady turn flag conversion unit 168 Turn escape determination unit 170 Mode selection unit 172 Mode-specific distribution ratio calculation unit 174 Command value distribution ratio selection unit V Vehicle W Wheel SP Suspension Ym Yaw moment FrB Friction caused by braking force FrD Friction caused by drive force

Claims (16)

A vehicle behavior control device that controls the behavior of the vehicle body with respect to a vehicle including a vehicle body, a plurality of wheels, and a suspension that connects the vehicle body and each wheel.
A braking / driving force distribution ratio calculating unit for calculating a braking / driving force distribution ratio between the braking force of the wheel and the driving force of the wheel, which is necessary for generating the friction for suppressing the behavior in the suspension;
A driving force generating wheel detection unit for detecting a wheel capable of generating the driving force among the plurality of wheels;
A vehicle turning state determination unit for determining the turning state of the vehicle;
A steering angle detector for detecting the steering angle of the steering operator;
A vehicle body lateral acceleration estimating unit for estimating a lateral acceleration generated in the vehicle body ,
The vehicle turning state determination unit has a turning time that is an elapsed time from the time when the vehicle in the straight traveling state shifts to the turning state is less than a predetermined turning initial state determination time, and the steering detected by the steering angle detection unit Steering angle absolute value, which is an absolute value of the angle, exceeds a preset turning steering angle determination value, and an estimated lateral G absolute value, which is an absolute value of the lateral acceleration estimated by the vehicle body lateral acceleration estimation unit, is set in a steady turning determination. When it is less than the value, it is determined that the turning state of the vehicle has shifted from the initial turning state to the steady turning state,
When the vehicle turning state determination unit determines that the turning state of the vehicle has shifted from the initial turning state to the steady turning state, the braking / driving force distribution ratio calculating unit determines that the braking / driving force distribution ratio calculating unit is an inner wheel at least in the turning direction. The suspension installed on the suspension generates friction due to the braking force, and generates the friction caused by the driving force on the suspension installed on the wheel that becomes the outer wheel at least in the turning direction, thereby generating the driving force-generating wheel detection unit. The vehicle behavior control device, wherein the braking / driving force distribution ratio is calculated such that a steering characteristic of the vehicle during turning is a neutral steer characteristic by a driving force generated by the wheel detected by the vehicle. A vehicle behavior control device that controls the behavior of the vehicle body with respect to a vehicle including a vehicle body, a plurality of wheels, and a suspension that connects the vehicle body and each wheel.
A braking / driving force distribution ratio calculating unit for calculating a braking / driving force distribution ratio between the braking force of the wheel and the driving force of the wheel, which is necessary for generating the friction for suppressing the behavior in the suspension;
A driving force generating wheel detection unit for detecting a wheel capable of generating the driving force among the plurality of wheels;
A vehicle turning state determination unit for determining the turning state of the vehicle;
A steering angle detector for detecting the steering angle of the steering operator;
A vehicle body lateral acceleration estimating unit for estimating a lateral acceleration generated in the vehicle body ,
The vehicle turning state determination unit is less than a preset turning initial state determination time that is a turning time that is an elapsed time from the time when the vehicle in the straight traveling state shifts to the turning state, and is detected by the steering angle detection unit The condition that the steering angle absolute value, which is the absolute value of the steering angle, is less than the preset turning steering angle determination value, and the estimated lateral G absolute value, which is the absolute value of the lateral acceleration estimated by the vehicle body lateral acceleration estimation unit, are preset. When at least one of the conditions that are equal to or greater than the steady turning determination value is satisfied, the turning state of the vehicle is determined to have shifted from the steady turning state to the turning escape state,
When the vehicle turning state determination unit determines that the turning state of the vehicle has shifted from the steady turning state to the turning escape state, the braking / driving force distribution ratio calculating unit determines that the braking / driving force distribution ratio calculating unit is an inner wheel at least in the turning direction. By generating friction due to the driving force in the suspension installed against the suspension, the steering characteristic of the vehicle at the time of turning travel becomes a neutral steering characteristic by the driving force generated on the wheel detected by the wheel capable of generating the driving force. Thus, the vehicle behavior control device is characterized by calculating the braking / driving force distribution ratio. A vehicle behavior control device that controls the behavior of the vehicle body with respect to a vehicle including a vehicle body, a plurality of wheels, and a suspension that connects the vehicle body and each wheel.
A braking / driving force distribution ratio calculating unit for calculating a braking / driving force distribution ratio between the braking force of the wheel and the driving force of the wheel, which is necessary for generating the friction for suppressing the behavior in the suspension;
A driving force generating wheel detection unit for detecting a wheel capable of generating the driving force among the plurality of wheels;
A vehicle turning state determination unit for determining the turning state of the vehicle;
A steering angle detector for detecting the steering angle of the steering operator;
A vehicle body lateral acceleration estimating unit for estimating a lateral acceleration generated in the vehicle body ,
The vehicle turning state determination unit has a turning time that is an elapsed time from the time when the vehicle in the straight traveling state shifts to the turning state is less than a predetermined turning initial state determination time, and the steering detected by the steering angle detection unit Steering angle absolute value, which is an absolute value of the angle, exceeds a preset turning steering angle determination value, and an estimated lateral G absolute value, which is an absolute value of the lateral acceleration estimated by the vehicle body lateral acceleration estimation unit, is set in a steady turning determination. When it is less than the value, it is determined that the turning state of the vehicle has shifted from the initial turning state to the steady turning state, the turning time is less than the turning initial state determination time, and the steering angle absolute value is When at least one of the condition that the turning steering angle determination value is less than the condition and the estimated lateral G absolute value is greater than or equal to the steady turning determination value is satisfied, whether the turning state of the vehicle is the steady turning state or not. Determined to be shifted to turning escape state,
When the vehicle turning state determination unit determines that the turning state of the vehicle has shifted from the initial turning state to the steady turning state, the braking / driving force distribution ratio calculating unit determines that the braking / driving force distribution ratio calculating unit is an inner wheel at least in the turning direction. The suspension installed on the suspension generates friction due to the braking force, and generates the friction caused by the driving force on the suspension installed on the wheel that becomes the outer wheel at least in the turning direction, thereby generating the driving force-generating wheel detection unit. The braking / driving force distribution ratio is calculated so that the steering characteristic of the vehicle during turning travel becomes a neutral steer characteristic by the driving force generated by the wheel detected by the vehicle, and the vehicle turning state determination unit determines whether the turning state of the vehicle is When it is determined that the turning state has shifted from the steady turning state to the turning escape state, at least the turning direction becomes an inner ring. By generating friction due to the driving force in the suspension installed on the wheel, the steering characteristic of the vehicle during the turning traveling by the driving force generated on the wheel detected by the wheel capable of generating the driving force is a neutral steering characteristic. The vehicle behavior control device is characterized in that the braking / driving force distribution ratio is calculated such that: The driving force generating wheel detection unit detects a driving method of the vehicle based on the detected wheel,
The plurality of wheels include two front wheels arranged forward in the vehicle front-rear direction from the center of the vehicle, and two rear wheels arranged rearward in the vehicle front-rear direction from the center of the vehicle,
The drive system includes four-wheel drive using the two front wheels and the two rear wheels as drive wheels, front wheel drive using the two front wheels as drive wheels, and rear wheel drive using the two rear wheels as drive wheels. And at least one of
The braking / driving force distribution ratio calculating unit calculates the braking / driving force distribution ratio for all the wheels, and the driving method detected by the driving force generating wheel detection unit is the front wheel driving or the rear wheel driving. Sometimes, the braking / driving force distribution ratio calculated for all the wheels in addition to the driving force calculated to be applied to the wheels to be driven wheels according to the braking / driving force distribution ratio calculated for all the wheels. billing the calculated driving force in order to impart to the wheels of the driven wheels, so as to impart to the wheel to the drive wheel, claim 1, characterized in that to calculate the longitudinal force distribution ratio in accordance with the Item 4. The vehicle behavior control device according to any one of items 3 to 3 . The vehicle turning state determining unit, when the turning time is less than or equal to the initial state of turning determination time, it is determined that the turning state of the vehicle is the initial state of turning,
When the vehicle turning state determination unit determines that the turning state of the vehicle is the turning initial state, the braking / driving force distribution ratio calculating unit applies a braking force to the suspension installed on the wheel that is an inner wheel in the turning direction. The vehicle behavior control device according to any one of claims 1 to 4 , wherein the braking / driving force distribution ratio is calculated so as to generate friction caused by the following. A braking force calculator for calculating the braking force of the wheel;
A braking force friction calculation unit that calculates braking force friction that is friction generated in the suspension based on the braking force calculated by the braking force calculation unit;
A driving force calculator for calculating the driving force of the wheels;
A driving force friction calculating unit that calculates driving force friction that is friction generated in the suspension based on the driving force calculated by the driving force calculating unit;
The braking force friction calculated by the braking force friction calculation unit and the driving force friction calculated by the driving force friction calculation unit are added together, and the total friction, which is the friction generated in the suspension, is applied to each suspension. A vehicle behavior control device according to any one of claims 1 to 5, further comprising a total friction calculation unit that calculates individually. A stroke position calculator for calculating a stroke position of the suspension;
A stroke position friction calculation unit that calculates a stroke position friction that is a friction generated in the suspension based on the stroke position calculated by the stroke position calculation unit;
The total friction calculation unit adds the stroke position friction calculated by the stroke position friction calculation unit to the braking force friction calculated by the braking force friction calculation unit and the driving force friction calculated by the driving force friction calculation unit. The vehicle behavior control device according to claim 6, wherein the total friction is calculated individually for each suspension. A stroke speed calculation unit for calculating the stroke speed of the suspension;
A stroke speed friction calculation unit that calculates a stroke speed friction that is a friction generated in the suspension based on the stroke speed calculated by the stroke speed calculation unit;
The total friction calculation unit adds the stroke speed friction calculated by the stroke speed friction calculation unit to the braking force friction calculated by the braking force friction calculation unit and the driving force friction calculated by the driving force friction calculation unit. 8. The vehicle behavior control device according to claim 6, wherein the total friction is calculated individually for each suspension. A suspension lateral force calculation unit for calculating the lateral force of the suspension;
A suspension lateral force friction calculating unit that calculates a lateral force friction that is a friction generated in the suspension based on the lateral force calculated by the suspension lateral force calculating unit,
The total friction calculation unit adds the lateral force friction calculated by the suspension lateral force friction calculation unit to the braking force friction calculated by the braking force friction calculation unit and the driving force friction calculated by the driving force friction calculation unit. The vehicle behavior control device according to any one of claims 6 to 8, wherein the total friction is individually calculated for each suspension. The braking force calculation unit calculates the braking force of the wheel based on the travel control of the vehicle,
The vehicle behavior control device according to any one of claims 6 to 9, wherein the driving force calculation unit calculates a driving force of the wheel based on traveling control of the vehicle. A braking force command value calculation unit for calculating a braking force command value for the wheel for causing the suspension to generate friction based on the distribution ratio of the braking force of the wheel calculated by the braking / driving force distribution ratio calculation unit;
A driving force command value calculating unit for calculating a driving force command value for the wheel for causing the suspension to generate friction based on the distribution ratio of the driving force of the wheel calculated by the braking / driving force distribution ratio calculating unit;
A braking force applying unit that applies a braking force to the wheel based on the braking force command value calculated by the braking force command value calculating unit;
11. A driving force applying unit that applies a driving force to the wheel based on the driving force command value calculated by the driving force command value calculating unit. The vehicle behavior control device described in item 1. The braking force application unit, the braking force corresponding to the system control of the braking force and the vehicle according to the control of the braking force requested by the driver of the vehicle, the braking force command value calculating section calculates the braking force command value The vehicle behavior control device according to claim 11, wherein the braking force is applied to the wheels by adding the braking force based on the vehicle. The driving force applying part, the driving force corresponding to the system control of the driving force and the vehicle according to the control of the drive force request by the driver of the vehicle, the driving force command value calculation unit calculates the driving force command value The vehicle behavior control device according to claim 11 or 12, wherein a driving force is applied to the wheels by adding together the driving forces based on the vehicle. A vehicle behavior control method for controlling the behavior of the vehicle body with respect to a vehicle comprising a vehicle body, a plurality of wheels, and a suspension that connects the vehicle body and each wheel.
Detecting a wheel capable of generating a driving force among the plurality of wheels;
Detect the steering angle of the steering operator,
Estimating the lateral acceleration generated in the vehicle body,
The turning time, which is the elapsed time from the time when the vehicle in the straight traveling state shifts to the turning state, is less than the predetermined turning initial state determination time, and the steering angle absolute value, which is the absolute value of the detected steering angle, is set in advance. When the turning angle of the vehicle exceeds the determined turning rudder angle determination value and the estimated lateral G absolute value, which is the absolute value of the estimated lateral acceleration, is less than the preset steady turning determination value, the turning state of the vehicle changes from the initial turning state to the steady turning state. It ’s determined that
When it is determined that the turning state of the vehicle has shifted from the initial turning state to the steady turning state, at least friction generated by a braking force is generated in the suspension installed on the wheel that is an inner wheel in the turning direction, and at least By generating friction due to driving force in the suspension installed on the wheel that is the outer wheel in the turning direction, the steering characteristic of the vehicle at the time of turning traveling becomes the neutral steering characteristic by the driving force generated on the detected wheel. As described above, the vehicle behavior control is characterized by calculating a braking / driving force distribution ratio between the braking force of the wheel and the driving force of the wheel, which is necessary for causing the suspension to generate friction for suppressing the behavior. Method. A vehicle behavior control method for controlling the behavior of the vehicle body with respect to a vehicle comprising a vehicle body, a plurality of wheels, and a suspension that connects the vehicle body and each wheel.
Detecting a wheel capable of generating a driving force among the plurality of wheels;
Detect the steering angle of the steering operator,
Estimating the lateral acceleration generated in the vehicle body,
The turning time, which is the elapsed time from the time when the vehicle in the straight traveling state shifts to the turning state, is less than the predetermined turning initial state determination time, and the steering angle absolute value, which is the absolute value of the detected steering angle, is previously set. When at least one of a condition that is less than the set turning rudder angle determination value and a condition that the estimated lateral G absolute value that is the absolute value of the estimated lateral acceleration is greater than or equal to a preset steady turning determination value is satisfied Determining that the turning state of the vehicle has shifted from a steady turning state to a turning escape state;
When it is determined that the turning state of the vehicle has transitioned from the steady turning state to the turning escape state, by generating friction due to driving force on the suspension that is installed at least on the wheels that are inner wheels in the turning direction, The wheel is required to generate the friction for suppressing the behavior in the suspension so that the steering characteristic of the vehicle at the time of turning by the driving force generated in the detected wheel becomes a neutral steer characteristic. A vehicle behavior control method characterized by calculating a braking / driving force distribution ratio between braking force and wheel driving force. A vehicle behavior control method for controlling the behavior of the vehicle body with respect to a vehicle comprising a vehicle body, a plurality of wheels, and a suspension that connects the vehicle body and each wheel.
Detecting a wheel capable of generating a driving force among the plurality of wheels;
Detect the steering angle of the steering operator,
Estimating the lateral acceleration generated in the vehicle body,
The turning time, which is the elapsed time from the time when the vehicle in the straight traveling state shifts to the turning state, is less than the predetermined turning initial state determination time, and the steering angle absolute value, which is the absolute value of the detected steering angle, is set in advance. When the turning angle of the vehicle exceeds the determined turning rudder angle determination value and the estimated lateral G absolute value, which is the absolute value of the estimated lateral acceleration, is less than the preset steady turning determination value, the turning state of the vehicle changes from the initial turning state to the steady turning state. It ’s determined that
A condition in which the turning time is less than the turning initial state determination time, the steering angle absolute value is less than the turning steering angle determination value, and the estimated lateral G absolute value is not less than the steady turning determination value. When at least one of the conditions is satisfied, it is determined that the turning state of the vehicle has shifted from the steady turning state to the turning escape state;
When it is determined that the turning state of the vehicle has shifted from the initial turning state to the steady turning state, at least friction generated by a braking force is generated in the suspension installed on the wheel that is an inner wheel in the turning direction, and at least By generating friction due to driving force in the suspension installed on the wheel that is the outer wheel in the turning direction, the steering characteristic of the vehicle at the time of turning traveling becomes the neutral steering characteristic by the driving force generated on the detected wheel. As described above, a braking / driving force distribution ratio between the braking force of the wheel and the driving force of the wheel, which is necessary for generating the friction for suppressing the behavior in the suspension, is calculated.
When it is determined that the turning state of the vehicle has transitioned from the steady turning state to the turning escape state, by generating friction due to driving force on the suspension that is installed at least on the wheels that are inner wheels in the turning direction, A vehicle behavior control method, wherein the braking / driving force distribution ratio is calculated such that a steering characteristic of the vehicle during turning travel becomes a neutral steer characteristic by a driving force generated on the detected wheel.

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