JPH03246152A - Turning action controlling device for vehicle - Google Patents

Abstract

PURPOSE:To secure the stability of a vehicle while obtaining a proper turning ability by providing a turning condition detecting means for detecting the turning condition of the vehicle, a road surface friction detecting means for detecting the road surface friction, and a wheel braking force setting means. CONSTITUTION:When a vehicle is turning, a wheel braking force setting means sets wheel braking forces to be different between the inner side and outer side in the turning direction to generate a yaw moment to assist the turning in response to the turning condition corresponding to signals from a turning condition detecting means and a road surface friction detecting means for detecting the turning condition of the vehicle and the road surface friction respectively, and the differential braking force is changed corresponding to the road surface friction. The differential braking force is thus decided considering the road surface friction also, so a proper control considering the road surface friction can be performed, thereby the stability of the vehicle can be secured because the turning ability does not become excessive even for turning on a low friction road.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a turning behavior control device for a vehicle, and particularly to a device for controlling vehicle behavior during turning using braking.

(Prior Art) As a device for controlling braking force during turning braking of a vehicle, there is a device as described in Japanese Utility Model Application Publication No. 59-155264.

In this system, the timing to apply the brakes on the outer wheels is delayed compared to that on the inner wheels, and when a turning angle of the steering wheel exceeding a certain level is detected during braking, the control means applies the brakes on the wheels located on the outside of the turn. Control to delay the timing.

According to this method, it is possible to delay the increase in the hydraulic pressure of the outer wheel in the turning direction, that is, the increase in the brake hydraulic pressure, in accordance with the steering angle, and to generate a difference in braking force for obtaining initial turning performance.

(Problem to be Solved by the Invention) However, when correcting turning performance by generating a yaw moment based on the difference in braking force between the inner and outer wheels, the difference in braking force is uniformly determined only by the turning state defined by the amount of steering, etc. In this case, even if the braking force difference is the same, if the friction coefficient μ of the road surface is different, the vehicle behavior during turning will be affected by this, and there is a lack of compatibility when the road surface μ is different. For example, in the case of a configuration in which the brake fluid pressure is determined based only on the steering amount and is set to a difference in brake fluid pressure regardless of the road surface μ (i.e., a braking force difference is set) as in the above-mentioned publication, it is possible to control the brake fluid pressure depending on the road surface μ. If the braking force difference is also set, the turning performance will tend to be excessive when turning on a road surface with a low μ, and will tend to be insufficient when μ is high. Therefore, if we consider the case where settings are made for high μ roads, in this case, the yaw rate generated in the vehicle on low μ roads is too large, which impairs turning stability and increases the tendency to spin. The vehicle turns more than the driver's steering amount.

The present invention can respond to the level of road friction, improve turning performance when turning a vehicle, and prevent excessive turning, thereby ensuring vehicle stability and ensuring appropriate turning performance. An object of the present invention is to provide a turning behavior control device for a vehicle.

(Means for Solving the Problems) For this purpose, the turning behavior control device of the present invention, as conceptually shown in FIG. detecting means, and in response to signals from these means, differing wheel braking force between the inside and outside of the turning direction so as to generate a yaw moment that promotes the turning according to the turning condition when the vehicle turns, and according to the road surface friction. The vehicle is equipped with wheel braking force setting means for changing the braking force difference.

(Function) When the vehicle turns, the wheel braking force setting means responds to signals from the turning state detection means and the road friction detection means, which detect the turning state of the vehicle and the road surface friction, respectively. In order to generate a yaw moment that promotes this, the braking force of the wheels is varied between the inner and outer sides of the turning direction, and the difference in braking force is changed according to the road friction.

As a result, the braking force difference is determined by taking into account the road surface friction, and it is possible to control the braking force with no excess or deficiency in consideration of the road surface friction, and the turning performance will not become excessive even when turning on a low-friction road.
Vehicle stability is ensured.

(Example) Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

FIG. 2 shows the configuration of an embodiment of the turning behavior control device of the present invention.

In FIG. 2, IL and IR indicate left and right front wheels, 2L and 2R indicate left and right rear wheels, 3 indicates a brake pedal, and 4 indicates a tandem master cylinder, respectively. Each wheel IL, IR, 2L, 2R is equipped with a wheel cylinder 5L, SR, 6L, 6R,
When these wheel cylinders are supplied with hydraulic pressure from the master cylinder 4, each wheel is individually braked.

Here, to explain the brake hydraulic system, the front wheel brake system 7F from the master cylinder 4 is connected to the pressure response switching valve 8F.
, output chamber 9a of pilot cylinder 9F, conduit 10F,
IIF, 12F, and hydraulic pressure control valves 13F and 14F to the left and right front wheel cylinders 5L and 5R, and the rear brake system 7R from the master cylinder 4 is connected to the pressure response switching valve 8R and the output chamber 9 of the pilot cylinder 9R.
a, pipes 10R, IIR, 12R, hydraulic control valve 13R,
14R, it leads to left and right rear wheel cylinders 6L and 6R.

In relation to the input chambers 9b of the pilot cylinders 9F and 9R, the pump 15, the reservoir 16 and the accumulator 17
An automatic brake hydraulic pressure source including a hydraulic pressure source is provided, and an electromagnetic switching valve 18 is inserted between this and the pilot cylinder input chamber 9b. This valve 18 normally operates in the pilot cylinder input chamber 9b.
The pilot cylinders 9F and 9R are placed in the non-operating position as shown in the figure by communicating with the reservoir 16, and when ON, the pilot cylinder input chamber 9b is communicated with the accumulator 17, which is kept at a constant pressure by appropriately driving the pump 15, so that future liquid is The pressure causes the pistons 9C of the pilot cylinders 9F and 9R to stroke against the built-in spring 9d, and the output chamber 9a
The liquid inside is to be discharged.

In addition, the pressure response switching valves 8F and 8R open the corresponding systems 7F and 7R as shown in the diagram in normal conditions, and when the solenoid switching valve 18 is turned on and the pilot cylinders 9F and 9R are operated, the pressure thereon switches the valves. , 7F, ' 7R will be in a state where they are checked (blocking the liquid flow toward the master cylinder 4).

The electromagnetic switching valve 18 is controlled by a current i flowing to the solenoid of the valve, which is output as a control signal from a controller (to be described later), and when the current i is OA (including during the footbrake), Switching valve 18 is OFF
(ie, normal state), and is assumed to be ON when the current i5 is 2A. Furthermore, when it is ON, as mentioned above, system 7F,
7R is checked and the liquid in the output chambers 9a of the pilot cylinders 9F and 9R is discharged, resulting in the pipes 10F and I
In the system after the OR, the hydraulic pressure is increased based on the automatic brake hydraulic pressure source without depending on the depression of the brake pedal 3, and therefore the wheels IL, IR, 2L, and 2R are controlled by their respective hydraulic pressure control valves 13F. , 14F, 13R, and 14R, braking is automatically performed for the wheels corresponding to the wheels to be controlled (automatic braking).

The hydraulic pressure control valves 13F, 14F, 13R, 14R are connected to the wheel cylinders 5L, 51? of the corresponding wheels, respectively. ,
The brake fluid pressure toward 6L and εR is individually controlled for anti-skid and turning behavior control of the present invention.When OFF, the brake fluid pressure is increased toward the source pressure at the pressure increase position shown in the figure. When the first stage is ON, the brake fluid pressure is not increased or decreased, and the pressure is maintained, and when the second stage is ON, the brake fluid pressure is partially released to the pumps 19F and 19R and reduced to the depressurization position.

The control of these hydraulic pressure control valves is also carried out by a current (control valve drive current) 1 from the controller to the solenoid of the corresponding valve, which will be described later.
+~i4, when the currents i and ~i4 are OA, the pressure increase position is set, when the current i l-i a is 2A, the pressure holding position is set, and when the current i l-i is 5A, the pressure reduction position is set. shall become.

The brake fluid in the reservoirs 19F and 19R is pumped by the pumps 20F and 20R, which are driven during pressure retention and pressure reduction.
The pipes are returned to the pipes 10F and IOR, and accumulators 21F and 21R are connected to these pipes. The accumulators 21F and 21R accumulate hydraulic pressure due to the stroke of the piston 9C of the pilot cylinder during automatic braking.

The hydraulic pressure control valves 13F, 14F, 13R, and 14R and the electromagnetic switching valve 18 are turned on and off by the controller 22, respectively.
This controller 22 receives a signal from a steering angle sensor 23 that detects the steering angle θ, a signal from a brake switch 24 that is turned ON when the brake pedal 3 is depressed, and the rotation of wheels IL, IR, 2L, and 2R. Wheel speed sensors 25 to 28 that detect circumferential speeds V611 to VW4
, a signal from a lateral acceleration sensor (lateral G sensor) 29 that detects the lateral acceleration g of the vehicle body, and a signal from a road surface μ detection means 30 that detects the road surface μ. Signals from wheel speed sensors are used for anti-skid and traction control. For traction control, it is assumed that a control signal is sent from the controller 22 to the engine power regulator.

Here, FIG. 3 shows an example of the road surface μ detection means 30. As shown in FIG. When controlling the braking force of the inner and outer wheels in the turning direction, the road surface μ is applied as one of the control parameters in the control program described later in order to correspond to the road surface μ. The μ detection device (μ sensor) shown in FIG. 3 performs detection by pressing a bar 301 against the road surface and constantly determining μ using the resistance force. That is, in the figure, if the edge is the vertical load and Fw is the force in the strength direction of the par 301, then the ULT layer -μ-
...(1) holds, μ can be determined by the following equation.

Note that μ detection is not limited to the above-mentioned means, and may be obtained by estimating from other parameters, for example.

In addition, as shown in FIG. 2, the controller 22 controls the hydraulic pressure p of each wheel cylinder 5L, 5R, 6L, and 6R.
~Hydraulic pressure sensors 31R, 31L, 32L that detect P4
, 32R are input. The output of the hydraulic pressure sensor for each wheel is determined by setting a target value for the wheel cylinder hydraulic pressure so that the deviation between the target value and the actual wheel cylinder hydraulic pressure becomes zero (that is, adjusting the wheel cylinder hydraulic pressure to that target value). It is used as a control signal when performing feedback control of brake fluid pressure (so as to match the brake fluid pressure).

In the above embodiment system, during normal braking, braking is performed as follows.

When the brake pedal 3 is depressed and normal braking is performed, the controller 22 receives a signal from the brake switch 24, which closes in response, and turns the electromagnetic switching valve 18 OFF (i-=O).
). As a result, pilot cylinder 9F,
9R connects the input chamber 9b to the reservoir 16 and maintains the position shown in the figure, the pressure response switching valves 8F and 8R also maintain the position shown in the figure, and the front and rear wheel brake systems 7F and 7R are opened.

Further, the controller 22 controls the wheels IL and IR.

Hydraulic pressure control valve 1 unless brake lock occurs in 2L and 2R.
Turn off 3F, 14F, 13R, 14R (L~1
4=0) and maintain the state shown.

Therefore, the same hydraulic pressure (master cylinder hydraulic pressure) that is simultaneously output from the master cylinder 4 to the front and rear wheel brake systems 7F and 7R when the brake pedal 3 is depressed is applied to the pressure response switching valves 8F and 8R, and the pilot cylinder 9F, respectively.
It passes through the output chamber 9a of 9R, the conduit 10F, the IOR, and the hydraulic pressure control valves 13F, 14F, 13R, 14R, and is applied as brake fluid pressure to the wheel cylinders 5L, 5R, 6L,
6R is reached, and each wheel IL, IR, 2L, and 2R is braked individually.

During this time, the controller 22 calculates a pseudo vehicle speed by a well-known calculation from the rotational circumferential speed (wheel speed) ■□~Vk4 of the wheels IL, IR, 2L, and 2R detected by the sensors 25~28,
The braking slip rate of each wheel is calculated from this and the individual wheel speed. Then, the controller 22 determines whether or not the brakes of each wheel are locked based on this slip ratio, and when the brake is about to lock, the hydraulic pressure control valves 13F and 14F of the corresponding wheel are activated.

By turning on 13R or 14R one step to set the pressure holding position, further increase in brake fluid pressure of the corresponding wheel is prevented. If a brake lock occurs despite this, the controller 22 turns the hydraulic pressure control valve of the corresponding wheel into a pressure-reducing position by turning on the hydraulic pressure control valve of the corresponding wheel in two steps, thereby lowering the brake hydraulic pressure of the corresponding wheel and preventing the brake lock. As a result, when the corresponding wheel starts to recover its rotation (spinnerve), the controller 22 sets the hydraulic pressure control valve of the corresponding wheel to the pressure holding position and stops any further decrease in the brake hydraulic pressure. Then, as the rotation of the wheel is restored, the controller 22 turns off the hydraulic pressure control valve of the corresponding wheel to the pressure increasing position, thereby increasing the brake hydraulic pressure toward the master cylinder hydraulic pressure. By repeating the above skid cycle, the brake fluid pressure of each wheel is controlled to a value that achieves maximum braking efficiency, and normal anti-skid control is performed.

FIG. 4 is a control program showing an example of the main turning behavior control (turning behavior control during foot braking? I) including braking force difference correction processing according to the road surface μ executed by the controller 22. This process is executed by an operating system (not shown) using regular interrupts at regular intervals.

First, in step 101, the steering angle θ of the steering wheel is determined from the signals from the steering angle sensor 23 and the road surface μ detection means 30.
, road surface μ, respectively. In the next step 102, it is determined whether the brake pedal 3 is depressed by the driver based on whether the brake switch 24 is turned on. If the result is No, that is, if the brake pedal 3 is not depressed, the main turning behavior control is not necessary in this program example, so the process proceeds to step 106 and sets ΔP as the brake fluid pressure difference command value to be described later. Set to 0. In this case, the program ends through steps 104 and 105, but each hydraulic pressure control valve drive current 1l-14 is set to OA.
1, and each hydraulic pressure control valve maintains its normal OFF position as shown in FIG.

On the other hand, if the answer to step 102 is Yes, the brake pedal 3
If it is determined that the driver has stepped down, the process proceeds to step 103 and subsequent steps to perform the turning behavior control that the present invention aims at.

That is, a difference is created between the left and right braking forces of the front and/or rear wheels depending on the turning condition and road surface μ, so that the braking force of the outer wheel in the turning direction is lower than the braking force of the inner wheel in the turning direction. Execute processing for control.

In step 103, a brake fluid pressure difference ΔP1 between the inner and outer wheels in the turning direction is determined according to the magnitude of the steering angle θ, and based on this fluid pressure difference ΔP+, a correction is made to correct the braking force difference according to the road surface μ. Then, the ΔP value as the final brake fluid pressure difference command value is calculated.

FIG. 5 shows an example of the characteristics for calculating the hydraulic pressure difference ΔP1 that should be set according to the steering angle θ. It is set to a large value.

Further, FIG. 6 shows an example of the characteristics of the correction coefficient used for the above correction. The correction coefficient is a coefficient that is multiplied by the ΔP value in order to adjust the control gain according to the road surface μ, and in order to ensure stability at low μ, the tendency shown in FIG. 6 as μ decreases. The characteristics are set such that the value decreases with . That is, when μ is 1, the correction coefficient is kept at a value of 1.0 and the above fluid pressure difference Δp is not corrected (therefore, in the case of the data table examples in Figs. 5 and 6, the data in Fig. 6 is the data of the set ΔPI value for the steering angle θ for normal dry roads (high μ roads).However, 1. The brake fluid pressure difference (therefore, the braking force difference) is made smaller by setting it to be smaller than 0.

Therefore, in step 103, the brake fluid pressure difference ΔP+ is determined from the above-mentioned relationship based on the steering angle θ and road surface μ in step 101, and at the same time, a correction coefficient of 1 is determined, and these are used to determine the actual distance between the inner and outer wheels. The brake fluid pressure difference ΔP is calculated and determined according to the following formula.

ΔP = K, XΔP1... (
3) Next, in steps 104 and 105, using the hydraulic pressure difference ΔP determined above, the brake hydraulic pressure P,
(j=1 to 4) is set, and the corresponding hydraulic pressure control valve drive current i is looked up and output. In order to achieve the determined hydraulic pressure difference, for example, the outer wheel IR in the turning direction is adjusted so that a hydraulic pressure difference ΔP occurs between the inner and outer wheels.

Lower the hydraulic pressure of 2R (when turning left) or IL, 2L (when turning right), PZ+p (when turning left) or pHP3 (when turning right). In this case, in this embodiment, each wheel is provided with hydraulic pressure sensors 31L, 31R, 32L, and 32R, so if the turning direction is determined based on the sign of the steering angle θ signal, for example, if it is determined to be a left turn, For example, the set brake fluid pressure P2 for the front wheel IR on the outside in the turning direction and the set brake fluid pressure P4 for the rear wheel 2R can be determined in the following manner, and feedback control can be performed so that they respectively match their target values. .

h = Pr-ΔP... (4)
Pa "" P3-ΔP... (
5) Here, the first term on the right side in each of the above equations is calculated by the actual hydraulic pressure of the wheel cylinders 5L, 6L due to the brake pedal depression force of the inner front wheel IL and the rear wheel 2L, that is, the hydraulic pressure sensors 31L, 32L. This is the detected brake fluid pressure. In this example, based on this, the hydraulic pressure on the outer ring side is 62
It will be set so that it is lower by that amount.

In this way, the braking force of the inner wheels IL, 2L is determined by the hydraulic pressure control valves 13F,
The drive current 11+t3 of 13R keeps it OA, while the braking force of the outer wheels IR, 2R is limited, i.e. the brake fluid pressure is adjusted to the above (4), (
5) The hydraulic pressure control valve 14F, 1
In order to operate 4R, the pattern of the drive current IZ+i4 (ON-OFF pattern of the control valve) may be determined and output.

With the above control, when braking is performed by depressing the brake pedal 3, the braking force of the outer wheel in the turning direction is made smaller than the value corresponding to the depressing force of the brake pedal 3, so that the vehicle receives a yaw moment in the turning direction and cannot turn. Although it is encouraged,
In this case, the correction coefficient is multiplied by 1 to the hydraulic pressure difference ΔP according to the steering angle θ as shown in equation (3) above, so that the pressure difference becomes small when turning on a low μ road, that is, the braking force Correction is performed so that the difference becomes smaller and the yaw moment becomes smaller.

If the braking force difference is determined only by the turning state determined by the amount of steering, etc., the yaw moment may be excessive on low μ roads, causing the vehicle to spin, or conversely, the turning performance may be insufficient on high μ roads. However, in this embodiment, the braking force is controlled in accordance with the road surface μ, and the braking force difference is determined by controlling the braking force of the outer wheel in the turning direction according to the steering angle θ and the road surface μ. As the braking force is generated by making it smaller than the braking force of the inside wheel, the braking force difference is set appropriately, which improves the turning performance of the vehicle and prevents the vehicle from becoming unstable due to excessive turning. It is. As a result, it is possible to avoid poor turning performance that generally occurs during braking, and poor steering effectiveness (the trajectory of the vehicle swells outward in the direction of the turn even though the steering wheel is turned) without causing a lack of retrospective performance. In addition, it is possible to avoid situations where the vehicle turns more than the driver's steering amount on low μ roads, etc.
Control with no excess or deficiency is achieved.

In the above, the brake fluid pressure difference ΔP was determined by being corrected by a correction coefficient of 1 according to the road surface μ, but in addition to this, the fluid pressure difference may be changed according to the vehicle speed.

The vehicle speed is obtained by a vehicle speed detection means such as estimating the vehicle speed from the rotational speed of the driven wheels, and in the process at step 103 in FIG. 4, 2 is added to the correction coefficient depending on the vehicle speed as shown in FIG.
By additionally applying ΔP and determining the brake fluid pressure difference ΔP by calculating +xKz×ΔPI, fine-grained control of the negative layer is possible.

In addition, the steering angle θ was used to detect the turning state, but
The lateral acceleration, yaw rate, etc. detected by the sensor 29 may be used instead of or in addition to the steering angle θ.

Fig. 8 shows a control program showing another example of the present invention.While the previous program was a system that controlled only when the brake pedal was depressed, it is also possible to control turning behavior when the foot brake is not applied. This is what I did.

The processing in steps 101 to 105b is performed in step 1 of FIG.
This is similar to cases 01 to 105, but step 1
If it is determined in step 02 that the brake pedal 3 is not depressed, the automatic brake is turned on in step 106a.
Determine whether the timing is right. This can be determined, for example, by checking whether the vehicle is in a predetermined turning state.

If the answer to step 106a is Yes, step 10
6b, in order to perform braking by the automatic brake hydraulic pressure source, the state of 1s = 2A, that is, the current is switched to turn ON the switching valve 18, and in the next step 106c, as in step 103, as shown in FIG. The hydraulic pressure difference ΔP calculation process is executed based on FIG. Then, in step 106d, for example, the brake fluid pressure Pin of the inner wheel in the turning direction (p when turning left, PZ+P4 when turning right) is set to the above ΔP value. At the same time, set the brake fluid pressure P0□ of the outside wheel to O, and set Stella 7" 105
Execute steps a and 105b to end this program. In this case, the control valve drive current 11+13 (when turning left) or IZ+i4 (when turning right) corresponding to the inner wheel in the turning direction is determined by the automatic braking system, which directs the wheel cylinder hydraulic pressure of the corresponding wheel toward the source pressure. When the above ΔP
The pattern (control valve ON-OFF pattern) is set to operate the corresponding control valve so that the hydraulic pressure control valve for the outer wheel has a drive current of 2A. so that it is switched to the pressure position and held. In this way, each current 11 to 141 Is is set and output to operate the electromagnetic switching valve 18 and hydraulic pressure control valves 13F and 14F.
, 1313R and 14R, the automatic brake system is activated, and the brake fluid pressure of the inner wheel in the turning direction is controlled to the ΔP value, while the brake fluid pressure of the outer wheel is prevented from increasing. It is possible to automatically generate a braking force difference between the two to generate a yaw moment, and it is also possible to make the braking force difference appropriate depending on the road surface μ at that time.

If the answer to step 106a is NO, ΔP is set to 0 in step 106e, and the automatic brake system is also left inactive.

As described above, this control is applied even when braking is not applied (non-foot braking), that is, automatic braking is applied when turning, and in this case, the inner wheels are controlled so that a difference in braking force is generated depending on the magnitude of the road surface μ. Control may be performed to increase the brake fluid pressure.

In each of the above-mentioned sides, both the front wheels and the rear wheels are controlled, but the braking force difference may be generated between the inner and outer wheels by controlling only the front wheels or only the rear wheels. Also, the fluid pressure difference ΔP
may be a function of time, for example, after being determined -1, it gradually decreases as time passes, and after a predetermined period of time, ΔP=0.
You may make it so that Furthermore, in order to provide a difference in braking force, a hydraulic pressure sensor was used and its detected value was used to control the brake hydraulic pressure of the wheels.
If the FF operation and the hydraulic pressure value are made to correspond, that is, if the control mode does not perform feedback control, a hydraulic pressure sensor is not necessary for this turning behavior control, and the 0N-O
If a proportional valve is used instead of an FF type control valve, the hydraulic pressure is determined by the current command, so a hydraulic pressure sensor is not necessary in this case as well, and such a configuration may be used.

(Effects of the Invention) Thus, as described above, the turning behavior control device of the present invention differs the wheel braking force between the inside and outside of the turning direction so as to generate a yaw moment that promotes turning when turning, and also applies the difference in braking force to the road surface. Since it is configured to change according to the friction, it is possible to perform appropriate control that takes into account not only the turning condition but also the road surface friction, and prevents excessive turning performance even when turning on a low-friction road. It is possible to improve the ability to turn the head while ensuring stability.

[Brief explanation of drawings]

FIG. 1 is a conceptual diagram of the turning behavior control device of the present invention, FIG. 2 is a system diagram showing an embodiment of the turning behavior control device of the present invention, FIG. 3 is a diagram showing an example of means for detecting road surface μ, and FIG. Figure 4 is a flowchart showing an example of a control program for the controller on the same side; Figure 5 is a diagram showing an example of characteristics for setting the brake fluid pressure difference ΔP according to the steering angle applied in the program; Figure 6 is a diagram showing an example of the characteristics of a correction coefficient based on road surface μ, Figure 7 is a diagram showing an example of the characteristics of a correction coefficient of 2 depending on vehicle speed, and Figure 8 is another example of a controller control program. It is a flowchart which shows. IL, IR...front wheel 2L, 2R...rear wheel 3...brake pedal 4...tandem master cylinder SL, 5R, 6L, 6R...wheel cylinder 7
F...Front wheel brake system 7R...Rear wheel brake system 8F, 8R...Pressure response switching valve 9F, 9R...Pilot cylinder 10F, IO
R, IIF, IIR, 12F, 12R...Pipe 1
3F, 13i? , 14F, 14R...Liquid pressure control valve 15, 20F, 20R...Pump 16, 19F, 19R...Reservoir 17, 21F,
21R...Accumulator 18...Solenoid switching valve 22...Controller 23...Steering angle sensor 24...Brake switch 25, 26.27.28...Wheel speed sensor 29...
Lateral acceleration sensor 30...Road surface μ detection means 31L, 31R, 32L, 32R...Hydraulic pressure sensor Patent applicant Nissan Motor Co., Ltd.

Claims (1)

[Claims] 1. Turning state detection means for detecting the turning state of the vehicle; road surface friction detection means for detecting road surface friction; It is characterized by comprising a wheel braking force setting means that differs the wheel braking force between the inner and outer sides in the turning direction so as to generate a yaw moment that promotes turning, and that changes the braking force difference in accordance with road surface friction. Vehicle turning behavior control device.