JPH042557A - Integrated control device for auxiliary steering angle and braking/driving force - Google Patents

Abstract

PURPOSE:To make the total control effect of both control devices optimum in a vehicle provided with an auxiliary steering angle control device and a braking/driving force control device simultaneously mounted thereon by discriminating vehicle state regions from each other by parameters including longitudinal acceleration, and changing control sensitivity according to the grade of control effect. CONSTITUTION:An integrated control device is provided with an auxiliary steering angle control device (a) for controlling the steering angle of at least one of front wheels and rear wheels at the time of steering the front wheels, and a braking/driving force control device (b) for controlling at least one of the braking force and driving force of each wheel, respectively mounted on a vehicle. The integrated control device is further provided with a longitudinal acceleration detecting means (c) for detecting the longitudinal acceleration XG acting upon the vehicle. The auxiliary steering angle control sensitivity alphas and the braking/driving force control sensitivity alphaT are then set by an integrated control sensitivity setting means (e) so as to enlarge the braking/driving force control sensitivity alphar relatively to the auxiliary steering angle cotnrol sensitivity alphas as the longitudinal acceleration detection value increases. The total control effect of both control devices a, b is therefore made optimum while preventing the control quantity of the device, having a larger control effect during the simultaneous operation of both control devices a, b, from being limited.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an integrated control device for auxiliary steering angle and limited power.

(Prior Art) Conventionally, as a rear wheel steering angle control device which is an example of an auxiliary steering angle control device, for example, a device described in Japanese Patent Application Laid-Open No. 59-77968 has been known, and this conventional source for,
At low vehicle speeds or when the front wheel steering angle is large, the rear wheels are steered in the opposite phase, and at high vehicle speeds or when the front wheel steering angle is small, the rear wheels are steered in the same phase to improve maneuverability. The content to improve is shown.

In addition, conventionally, as a driving force distribution control device for a four-wheel drive vehicle, which is an example of a braking/driving force control device, for example,
A device described in Japanese Patent No. 157437 is known,
This conventional source states that when driving wheel slip occurs, the drive force distribution to the driven wheels is increased and the drive force distribution is controlled in the four-wheel drive direction, improving drive performance and running stability during sudden starts or acceleration. It shows the content that will improve your performance.

(Problem to be Solved by the Invention) However, when the above rear wheel steering angle control device and the driving force distribution control device for four-wheel drive are simultaneously installed in one vehicle, the rear wheel steering angle control sensitivity and driving force If the distribution control sensitivity is set independently for each, and the contact wheel steering angle control and the driving force distribution control are performed independently of each other based on the set sensitivity, the vehicle condition region where the control effect of the auxiliary steering angle control is originally large is Despite the fact that the control effect of braking/driving force control is large in the vehicle condition range, these points are not taken into account at all, so the total control effect of both control devices will not be optimal.

In addition, when wheel contact steering angle control and driving force distribution control are performed simultaneously, even if the vehicle state has a small control effect on one of them, the control amount will be the same as when it is installed alone, and the total energy consumption will be reduced. In addition, in vehicles equipped with multiple control devices like this, if the total energy consumption is limited due to reasons such as fuel efficiency, the control amount that has a greater control effect may be limited. .

Therefore, it is possible to perform cooperative control simply to improve a certain performance, or to link mutual controls by changing one control to compensate for the difference in performance of the other. However, the effect can only be obtained for the control effect, and it is not possible to achieve optimization of the total control effect.

The present invention has been made with attention to the above-mentioned problems, and is a general control device for a vehicle in which an auxiliary steering angle control device and a braking/driving force control device are installed at the same time. The object of the present invention is to optimize the total control effect of both control devices while preventing the control amount from being limited on the side of the device that has the greatest effect.

(Means for Solving the Problems) In order to solve the above problems, the comprehensive control device for auxiliary steering angle and braking/driving force according to the present invention provides a vehicle state region in which the control effect of auxiliary steering angle control is large and braking/driving force control. The vehicle condition area where the control effect is large is the same as the vehicle condition area including at least longitudinal acceleration.
- The control sensitivity is changed according to the magnitude of the control effect.

That is, as shown in the claim correspondence diagram of FIG.
The described invention includes an auxiliary steering angle control device a that controls the steering angle of at least one of the front wheels or the rear wheels during front wheel steering, and a braking/driving force control device a that controls at least one of the braking force or the driving force of each wheel. , a longitudinal acceleration detection means C that detects the longitudinal acceleration x 6 acting on the vehicle, and the braking/driving force control sensitivity α is relatively increased with respect to the auxiliary steering angle control sensitivity α5 as the detected longitudinal acceleration value is larger. Like auxiliary steering angle system? a
The present invention is characterized by comprising a general control sensitivity setting means e for setting a sensitivity a and a braking/driving force control sensitivity α.

Further, in the invention according to claim 2, there is provided an auxiliary steering angle control device a that controls the steering angle of at least one of the front wheels or the rear wheels during front wheel steering, and a braking/driving device that controls at least one of the braking force or the driving force of each wheel. When the force control device is used, the longitudinal acceleration that acts on the vehicle x. The longitudinal acceleration detection means C detects the lateral acceleration Y6 acting on the vehicle, the lateral acceleration detection means d detects the lateral acceleration Y6 acting on the vehicle, and calculates the sum of the square of the longitudinal acceleration detection value and the square of the lateral acceleration detection value (X62 + YG') And this sum (XG'+YG2
), the ratio of the braking/driving force control sensitivity a to the auxiliary steering angle control sensitivity a5 (α/as) increases. The present invention is characterized by comprising a comprehensive control sensitivity setting means e for setting.

(Function) When the vehicle is running, in the invention according to claim 1, the overall control sensitivity setting means e determines the auxiliary steering angle control sensitivity as the longitudinal acceleration detection value detected by the longitudinal acceleration detection means C increases. The auxiliary steering angle control sensitivity α5 and the braking/driving force control sensitivity α are set so that the braking/driving force control sensitivity aT is relatively thick with respect to α5.

Further, in the invention according to claim 2, when the vehicle is running,
In the comprehensive control sensitivity setting means e, the sum (X
G'+YG') is calculated, and the sum (X6'+ y, 2
), the larger the value of the auxiliary steering angle control sensitivity α and the braking/driving force control sensitivity a-factor, the greater the ratio (σ/as) of the braking/driving force control sensitivity a-factor to the auxiliary steering angle control sensitivity α5. is set.

In other words, the surface control sensitivities αs and a are set and changed using x6 or (xG'+vc') as parameters, and this is for the following reasons.

Braking/driving force control reduces pickpocketing by distributing driving force or braking force.
Since it is a knob rate control, the control effect is large in the region where the driving force or braking force is large and the slip ratio is large, and the creation of a large control effect can be said to be the region where the longitudinal acceleration is large.

Auxiliary steering angle control is effective in the tire cornering power characteristics from the linear region to the nonlinear region, but since other control devices have a large effect in the nonlinear region, the control effect is relatively large in the linear region of tire characteristics. The region where the control effect is large can be said to be the region where the wheel load movement is small and the longitudinal acceleration and lateral acceleration are small.

Therefore, by using x6 or (XG' + YG') as a parameter, it is possible to distinguish areas according to the magnitude of the control effect, and when traveling with a small value of X or (xa' + YG'), the auxiliary rudder Since the angular control sensitivity as is relatively high compared to the braking/driving force control sensitivity α, changes in the cornering power of the front and rear wheels due to braking/driving force control are suppressed to a small level, and the control effect is large. The steering angle control is fully utilized, and when driving with a large value of x6 or (X6'+Y6), the braking/driving force control sensitivity α is set to be relatively high compared to the auxiliary steering angle control sensitivity α5. Therefore, the change in the slip rate of each wheel is kept small due to the change in wheel load accompanying the auxiliary steering angle control, and the braking/driving force control, which has a large control effect, is fully utilized. The total control effect is optimized.

Furthermore, even if the total energy consumption is limited due to fuel efficiency or other reasons, both control sensitivity α5. Since the energy consumption on the side of the device with a small control effect is reduced by the change control of the α process, restriction of the control amount on the side of the device with a large control effect among the two control devices a and b is prevented.

(First example) First, the configuration will be explained.

Figure 2 shows a front and rear wheel steering angle control device (an example of an auxiliary steering angle control device), a front and rear wheel drive force distribution control device (an example of a braking/driving force control device), and an active suspension control device (an example of a wheel load distribution control device). FIG. 2 is an overall system diagram showing a vehicle equipped with the same system.

The vehicle equipped with each control system is a contact-wheel drive, torque split four-wheel drive vehicle with left and right rear wheels 1R, +1
The engine 2. Transmission 3. Rear propeller shaft 4. Rear differential 5. Engine driving force is transmitted via left and right rear trilife shafts 6R, 6L.

A front propeller shaft 9. is connected to the left and right front wheels 7R, 7L from a transfer 8 provided in the middle of the rear propeller shaft 4. Front differential 10. Engine driving force is transmitted via the left and right front drive shafts 11R1+IL.

Then, between the front steering gear device 12 that steers the front wheels 7R, 7L and the left and right rear wheels +R, 11, an auxiliary steering angle is given to the front wheels 7R, 71- and the rear wheels IR, IL by a piston stroke loaf using supplied hydraulic pressure. A front wheel hydraulic power cylinder 73 and a rear wheel hydraulic power cylinder 14 are provided as front and rear wheel steering angle control actuators.

Further, the transfer 8 includes a hydraulic multi-plate clutch 15 as a front and rear wheel drive force distribution control actuator that provides variable transmission torque to the front wheels through engagement pressure control.

Furthermore, the sprung and unsprung parts of each wheel are equipped with hydraulic cylinder 1, which acts as an active suspension control acticoator that actively suppresses vehicle body rocking by independently controlling the supply hydraulic pressure.
6[R116FL, +6RR, +6R1- are provided.

The hydraulic pressure supplied to the front wheel hydraulic power cylinder 13 and the rear wheel hydraulic power cylinder 14 is controlled by the front wheel hydraulic control valve 1.
7F and rear wheel hydraulic control valve +7R from the steering angle control controller 18. The steering angle control controller 18 includes a front wheel steering angle sensor 79. A pressure detection signal is input from the vehicle speed sensor 20, etc.,
For example, yaw rate model adaptation control to obtain a desired yaw rate response during a turn, phase inversion control to achieve both steering responsiveness and steering stability, etc. are performed.

The hydraulic pressure supplied to the hydraulic multi-disc clutch 15 is controlled by the driving force distribution controller 2 for the driving force distribution control valve 21.
This is performed by the valve operation control command from 2.
The driving force distribution controller 22 includes a right front wheel rotation sensor 23.
．． Left front wheel rotation sensor Right front wheel rotation sensor Rotation sensor 25. Left rear wheel rotation sensor 26. The detection signal from the lateral acceleration sensor 2Y, etc. is input, and the front wheel drive force distribution control described above continuously controls the drive force distribution from rear wheel drive (0: +OO) to rigid 4WD (50/50). For example, control can improve both driving performance and turning performance by suppressing drive wheel slip when starting or accelerating, while reducing the distribution of driving force to the front wheels and favoring rear wheel drive when turning. It is done.

Said hydraulic cylinder 16FR1+6FL, +6RR9+
The hydraulic pressure supplied to 6RL is controlled by the right front wheel control valve 28FR.
, left front wheel control valve 28FL, right rear wheel control valve 28R
R, left rear wheel control bulk 28 This is performed based on the valve operation control command from the suspension control controller 29.
Above. Lower acceleration sensor 30. Lateral acceleration sensor 279 Front-rear acceleration sensor 31. Detection signals from the vehicle height sensor 32 and the like are input, and, for example, control to suppress bounce in the vertical direction of the vehicle body, control to suppress vehicle body roll, control to suppress pitching of the vehicle, control to suppress changes in mid-height, etc. are performed.

Then, the detection signals from the longitudinal acceleration sensor 31 (longitudinal acceleration detection means) and the lateral acceleration sensor 27 (lateral acceleration detection means) and the switch signal from the manual switch 33 are input, and the magnitude range of the control effect according to the vehicle condition is determined. (X
G'YG') and (XG/YG) are distinguished as parameters, and the auxiliary steering angle control sensitivity a is optimal for the vehicle condition at that time.
3 and driving force distribution control sensitivity α, and wheel load distribution control @sensitivity α,
A comprehensive control controller 34 (comprehensive control sensitivity setting means) is provided which calculates the control sensitivities a, ... (χ1.a8) and outputs them to each of the controllers 18, 22, 29.

The manual switch 33 is a switch that changes the control characteristic mote to reflect the driver's intentions and preferences, and in the embodiment, two modes are set: mote A that emphasizes driving force characteristics and mote B that emphasizes turning performance. has been done.

Figure 3 shows a specific example of the front and rear wheel steering angle control system.
A specific example of the front and rear wheel drive force distribution system is shown in M, and a specific example of the active suspension control system is shown in FIG. 5, but both are well known and detailed explanation will be omitted.

Next, the basic concept regarding control 1 sensitivity determination in this embodiment will be explained.

(a) (X,,'+Y,'), (xa/Y,i)
Reason for using (XG'+Y,,') and (XG/YG) as parameters for dividing the control effect into large and small regions.First, each control sensitivity α, is used as a parameter for dividing the control effect into large and small regions.

α0. I am trying to change the settings for a8, but this is due to the second reason below.

・In Warikoma power control, the driving force y is slip rate control by distributing the braking force, so the control effect is large in the area where the driving force or braking force is large and the slip rate is large, and the area where the control effect is large is This can be said to be the acceleration range 9 or deceleration head-on, where the longitudinal acceleration is large.

- Wheel load distribution control controls tire cornering power by controlling the amount of load transfer between the left and right wheels (or between the front and rear wheels), so the control effect is large in areas where the load transfer is large.

In other words, this is a region with large lateral acceleration and longitudinal acceleration. However, lateral acceleration is more important than longitudinal acceleration because lateral acceleration is more likely to occur regularly.

・Auxiliary steering angle control is effective in the tire cornering power characteristics from the linear region to the nonlinear region, but since other control devices have a large effect in the nonlinear region, the control effect is relatively large in the linear region of tire characteristics. The region where the control effect is large can be said to be the region where the wheel load movement is small and the longitudinal acceleration and lateral acceleration are small.

Therefore, a conceptual diagram of 90 vehicle states in which the control effect is large due to each control sensitivity a, a, a, and α8 is as shown in FIG.

(B) Problems when the control sensitivity is set to a fixed value a) Problems in the region where (XG'+YG') is small, where auxiliary steering angle control is good - Braking/driving force control basically does not require control in this region Therefore, power is wasted, and a lot of power is required for auxiliary steering angle control (for example,
Despite the desire to increase the effect of auxiliary steering angle control by applying hydraulic pressure (hydraulic pressure during hydraulic control), the required power cannot be obtained with the auxiliary steering angle control device because the total output is limited due to reasons such as fuel consumption.

In terms of performance, the corner link power of the front and rear wheels changes in conjunction with the change in the splitting power, which impairs the control effect of the auxiliary steering angle control device, which controls the corner link power as if there were no change. .

-Wheel load distribution control is similar to braking/driving force control in that power is wasted and power from the auxiliary steering angle control device cannot be obtained.

・In terms of performance, the independent control of the auxiliary steering angle control is performed by assuming that the steering characteristic is a constant value, but the steering characteristic changes due to wheel load distribution control (specifically, the steering characteristics change between the front and rear corners). (link power balance changes), it becomes impossible to obtain the characteristics that the auxiliary steering angle control was originally aiming for.

b) Problems in the area where wheel load distribution control is good (Xc'+Ya') is large and (XG/YG) is small - Power is wasted in auxiliary steering angle control and wheel load distribution control device The point that power cannot be obtained is the same as the others.

In terms of performance, for example, when auxiliary steering angle control is performed, the sideslip angle of the tires changes, the direction of the lateral force acting on the tires changes, and the amount of wheel load movement changes (rear wheel When the angle is turned to the opposite phase, the sideslip angle points toward the inside of the turn,
(The wheel load on the front inner wheel decreases and the wheel load on the rear outer wheel increases.)
.

Therefore, the state before the wheel load distribution control is different depending on the presence or absence of the auxiliary steering angle control, and the wheel load distribution control cannot perform the desired control appropriately.

・Wasted power in braking/driving force control and power of wheel load distribution control device
The point that it becomes impossible to obtain is the same as the others.

In terms of performance, for example, in front and rear wheel drive force distribution control, the slip ratios of the front and rear wheels vary in order to change the drive force distribution. Although it is desired to optimize the cornering force generated by each wheel by controlling the steering characteristics using wheel load distribution control, the cornering force deviates from the optimum value due to fluctuations in slip ratio.

C) Problems in areas where braking/driving force control is good (XG'+YG') is large and (XG/Yc) is large - Power is wasted in auxiliary steering angle control and braking/driving force control system The point that you will not be able to obtain the power is the same as the others.

In terms of performance, for example, when auxiliary steering angle control is performed, the sideslip angle of the tires changes, the direction of the lateral force acting on the tires changes, and the amount of wheel load movement changes (rear wheel When the angle is turned to the opposite phase, the sideslip angle points toward the inside of the turn,
The wheel load on the front inner wheel decreases, causing the front inner wheel to spin).

Therefore, the slip ratio of each wheel changes due to a change in the wheel load, and ultimately the difference in rotational speed between the front and rear wheels differs depending on whether or not auxiliary steering angle control is being performed, making it impossible to perform the desired control.

・As with the others, power is wasted in wheel load distribution control and the power of the wheel load distribution control device cannot be obtained.

In terms of performance, for example, if the load on one wheel decreases due to wheel load distribution control, the slip rate of that tire will increase, and in the worst case, it will spin, and the difference in rotational speed between the front and rear wheels will increase the wheel load. Since it changes depending on the presence or absence of distribution control, it is not possible to perform the desired control.

Next, the effect will be explained.

Figure 7 shows each control sensitivity α8. This is a flowchart showing the flow of the control sensitivity setting processing operation in the general controller 34 which sets α□, α8 and outputs it to each controller +8, 22, 29. Each step will be explained below.

In step 101, a switch signal from the manual switch 33 and sensor signals from the longitudinal acceleration sensor 31 and the lateral acceleration sensor 27 are read.

In step 102, the sum of the square of the longitudinal acceleration x 6 and the square of the lateral acceleration Y6 is calculated.

In step 103, it is determined whether the value of (xc"ya') is greater than or equal to a predetermined value.

In this judgment, if the value of (XG2+YG') is less than the predetermined value, the process proceeds to step 108, and the auxiliary steering angle control m sensitivity α5
．． The driving force distribution control sensitivity α and the nine-wheel cylinder weight distribution control sensitivity α8 were set to α51. (Set to 2v1. α, .

Here, α(ZRI) is set to a very small value with respect to QSI so that the auxiliary steering angle control effect becomes large.For example, α11.aRl may be set to 0 at α51-1.

On the other hand, if it is determined in step 103 that the value of (XG'+YG') is greater than or equal to the predetermined value, the process proceeds to step 104 and subsequent steps.

In step 104, the (
A value of 5 is calculated for the auxiliary steering angle control sensitivity α5 and the control gain using the auxiliary steering angle control sensitivity characteristic map and the control gain characteristic map for the value of XG'+YG').

These characteristic maps are selected by the characteristic mode by the manual switch 33, but basically, the auxiliary steering angle control sensitivity α5 becomes smaller (downwards to the right) as the value of (XG2+YG') increases, and the control gain 5 is (X
It is set to have a characteristic that increases as the value of a'+Yc') increases (upwards to the right).

In step 105, the value of (XG/YG) is calculated.

In step 106, the (
Driving force distribution control sensitivity characteristic map and wheel cylinder weight distribution system for the value of xc/yc)? 11 Sensitivity characteristic map provides basic control sensitivity for driving force distribution. and wheel load distribution basic control sensitivity αI
The value of lo is calculated.

Incidentally, these characteristic maps are selected by the characteristic mode by the manual switch 33, but basically, the driving force distribution basic control sensitivity is a. is set to a characteristic that increases as the value of (XG/YG) increases (upwards to the right), and wheel load distribution basic control sensitivity (IRQ) decreases as the value of (XG/YG) increases (downwards to the right). There is.

In step +07, the basic control sensitivity α obtained in step 106 is calculated. +QRO is corrected using the following formula to calculate driving force distribution control sensitivity α and wheel load distribution control sensitivity α8.

α ding = a ding.・Ks aR"CZROoKS In step 109, step 104 and step 10
7 or each control sensitivity α9 obtained in step 108.
α□ and α8 are the steering angle control controllers 18. Drive force distribution controller 22. It is output to the suspension control controller 29.

Based on the settings of the control sensitivities αs, G□, and an, the controllers 18, 22, and 29 perform the following control.

In the steering angle control controller 18, as shown in the following formula, the basic control steering angles fsf and far are multiplied by the auxiliary steering angle control sensitivity α5, and the sum is the front wheel auxiliary steering angle target value, ゛, and the rear wheel. The auxiliary steering angle target value δ2 is set as the auxiliary steering angle target value δ2, and this target value F2
The command signal that obtains δ8゛ is the front wheel steering angle control valve +7F.
and is output to the rear wheel steering angle control valve +7R.

Rod=α5・fs, (L V) Lobby Cs'fs, (θ, V) The driving force distribution controller 22 distributes the driving force to the basic front wheel side driving force distribution ratio f□ as shown in the following formula. The value obtained by multiplying the control sensitivity α is the driving force distribution front wheel ratio target value T.
F'', and a command signal for obtaining this target value lower F is output to the driving force distribution control valve 21.

T p”=a + ・f T (ΔN, Y6) However,
ΔN is the rotational speed difference between the front and rear wheels, and each rotation sensor +j23
．． 24. The contact wheel rotation speed Nr by the signal from 25.26
and the front wheel rotational speed Nf, and the difference between them is obtained by the following equation.

△N=Nr-Nf In the suspension control controller 29, as shown in the following formula, the basic wheel load distribution ratio f is multiplied by the wheel load distribution control sensitivity α8 and the combined value is the wheel load distribution ratio target value R5.
°.

R5゜−α8・+ −(Za, XG, YG, S)
As explained above, when looking at the front and rear wheel steering angle control and the front and rear wheel drive force distribution control that correspond to the embodiment of the auxiliary steering angle and braking/driving force comprehensive control device of the present invention, the effects listed below are exhibited. be done.

(By using Xc'+Yc' as a parameter, it is possible to distinguish between 9 regions depending on the magnitude of the control effect, and as shown in the characteristic map in Figure 8, when driving with a small value of (XG'+YG'), By setting the auxiliary steering angle control sensitivity α5 to be relatively higher than the driving force distribution control sensitivity a, the change in cornering power of the front and rear wheels due to the driving force distribution control is suppressed to a small level, and the control effect is reduced. The large front and rear wheel steering angle control is fully utilized.

In addition, when driving with a large value of (XG'+YG'), the driving force distribution control sensitivity α□ is set relatively higher than the auxiliary steering angle control sensitivity α5, so that the front and rear wheel steering angle control Changes in the wheel load distribution can suppress changes in the slip ratio of each wheel to a small extent, and the driving force distribution control, which has a large control effect, can be fully utilized.

That is, the total control effect of both the auxiliary steering angle and driving force distribution control devices can be optimized.

■ Even if total energy consumption is limited due to fuel efficiency or other reasons, both control sensitivity α5. Since the energy consumption on the side of the device with a small control effect is reduced by the change control of α, the control amount restriction on the side of the device with a large control effect among both the auxiliary steering angle and driving force distribution control devices is prevented.

■ A manual switch 33 is provided, and as shown in Figs. 8 and 9, it is possible to select either mode A emphasizing driving force characteristics or mode B emphasizing turning performance, so that it can be adjusted according to the driver's preference or the driving road surface. Correspondingly, the performance of the installed equipment can be brought out.

(Second Embodiment) Next, a comprehensive control device for the auxiliary steering angle and braking/driving force according to the second embodiment will be described.

Since the first embodiment is a system including a wheel load distribution control device, an example was shown in which the control sensitivity is determined by both longitudinal acceleration x 6 and lateral acceleration Y6, but this second embodiment is a system that includes a wheel load distribution control device. A vehicle is equipped with two devices, an angle control device and a braking/driving force control device, at the same time, and as described in claim 1, the longitudinal acceleration x is detected without detecting the lateral acceleration Y6.
This is an example in which only 6 is detected and the auxiliary steering angle control sensitivity α and the driving force distribution control sensitivity α□ are set.

In terms of configuration, the suspension control system is omitted from the system of the first embodiment, and the other configurations are unchanged, so a description thereof will be omitted.

Next, FIG. 10 is a flowchart showing the flow of control sensitivity setting processing performed by the general control controller 34 of the second embodiment, and each step will be explained below.

In step 201, longitudinal acceleration×6 is read from the longitudinal acceleration sensor 31.

In step 202, based on the longitudinal acceleration x 6, what is the system written in the step frame? The auxiliary steering angle control sensitivity α and the driving force distribution control sensitivity QT are determined according to the la sensitivity characteristic map.

That is, in the low longitudinal acceleration range, the auxiliary steering angle control sensitivity α5 is set to a higher value than the driving force distribution control sensitivity α□, and in the high longitudinal acceleration range, the driving force distribution control sensitivity a is set higher than the auxiliary steering angle control sensitivity as.
T is assumed to be a high value.

In step 203, the dynamic control sensitivity α5 determined in step 202. α work is output to the steering angle control controller 18 and the driving force distribution controller 22.

Therefore, as in the first embodiment, the total control effect of both control devices is optimized while preventing the control amount from being limited on the side of the device with a large control effect when both control devices operate simultaneously. I can do it.

Although the embodiment has been described above based on the drawings, the specific configuration is not limited to this embodiment, and even if there is a design change within the scope of the gist of the present invention, it is included in the present invention. .

For example, in the embodiment, the control sensitivity σ3. Although we have shown an example of the characteristic in which a is intersecting (Fig. 8), it is not necessary that the two characteristics intersect, and as shown in Fig. If you include a graph, (
The larger the value of XG' + Yc is (α, /as)
The present invention includes setting the auxiliary steering angle control sensitivity α and the driving force distribution control sensitivity α1 so that the value of is large. In other words, if the graph of (αWork/αS) satisfies the fact that it is a graph with upward-sloping characteristics, each control sensitivity characteristic map satisfies the claim whether it is convex upward or convex downward.

Further, in this embodiment, a system including a wheel load distribution control device has been described, but it is of course applicable to a vehicle that is not equipped with a wheel load distribution control device.
It can be used in combination with a vehicle equipped with at least an auxiliary steering angle control device and a braking/driving force control device.

Furthermore, although the embodiment shows an example in which the auxiliary steering angle control device controls the steering angle of both the front and rear wheels, it may be a device that performs auxiliary steering angle control of only the rear wheels or the front wheels.

In addition, as an example of a braking/driving force control device, we have shown an example of a front/rear wheel drive force distribution device, but a left/right driving force distribution control device, a traction control device that directly controls the driving force of each wheel, or a traction control device that directly controls the braking force of each wheel may also be used. It may also be an anti-lock braking system or the like.

(Effects of the Invention) As explained above, in the present invention, the control effect of the auxiliary steering angle control is achieved in a comprehensive control device for a vehicle in which an auxiliary steering angle control device and a braking/driving force control device are simultaneously installed. The vehicle condition area where the control effect is large and the vehicle condition area where the control effect of braking/driving force control is large are distinguished by the same parameters, including at least longitudinal acceleration, and the control sensitivity is changed depending on the magnitude of the control effect. When the devices are operated simultaneously, it is possible to prevent the control amount from being limited on the side of the device with the greater control effect, while optimizing the total control effect of both control devices.

[Brief explanation of drawings]

Fig. 1 is a diagram corresponding to claims showing an integrated control device for auxiliary steering angle and braking/driving force according to the present invention, and Fig. 2 shows a front and rear wheel steering angle control device (an example of an auxiliary steering angle control device) and front and rear wheel drive force distribution control. Device(
An overall system diagram showing a vehicle equipped with a braking/driving force control device (an example of a braking/driving force control device) and an active suspension control device (an example of a wheel load distribution control device); Fig. 4 is a diagram showing a specific example of a front and rear wheel drive force distribution control device, Fig. 5 is a diagram showing a specific example of an active suspension control device, and Fig. 6 is a diagram showing a vehicle state region where each control has a large control effect. Conceptual diagram, Figure 7 is the first
FIG. 8 is a flowchart showing the flow of control sensitivity setting processing operation in the integrated control controller of the embodiment.
Figure 9 is a characteristic map diagram of auxiliary steering angle control sensitivity and driving force distribution control sensitivity with respect to the value of
FIG. 10 is a flowchart showing the flow of control sensitivity setting processing operation in the comprehensive controller of the second embodiment. a... Auxiliary steering angle control device b... Warikoma power control device C... Longitudinal acceleration detection means d... - Lateral acceleration pressure detection means e... Comprehensive control sensitivity setting means

Claims (1)

[Scope of Claims] 1) An auxiliary steering angle control device that controls the steering angle of at least one of the front wheels or rear wheels during front wheel steering, and a braking/driving force control device that controls at least one of the braking force or the driving force of each wheel. and a longitudinal acceleration detection means for detecting longitudinal acceleration acting on the vehicle; A comprehensive control device for auxiliary steering angle and braking/driving force, comprising: comprehensive control sensitivity setting means for setting control sensitivity and braking/driving force control sensitivity; 2) an auxiliary steering angle control device that controls the steering angle of at least one of the front wheels or rear wheels during front wheel steering; a braking/driving force control device that controls the distribution of at least one of the braking force or the driving force of each wheel; longitudinal acceleration detection means for detecting the longitudinal acceleration acting on the vehicle; lateral acceleration detection means for detecting the lateral acceleration acting on the vehicle; calculating the sum of the square of the longitudinal acceleration detection value and the square of the lateral acceleration detection value; Comprehensive control sensitivity setting means for setting the auxiliary steering angle control sensitivity and the braking/driving force control sensitivity such that the larger the value, the larger the value of the ratio of the braking/driving force control sensitivity to the auxiliary steering angle control sensitivity. A comprehensive control device for auxiliary steering angle and braking/driving force featuring: