JPH042575A - Integrated control device for auxiliary steering angle and wheel load distribution - Google Patents

Abstract

PURPOSE:To make the total control effect of both control devices optimum in a vehicle mounted simultaneously with an auxiliary steering angle control device and a wheel load distribution control device by discriminating the vehicle state region by parameters including lateral largeness of control effect. CONSTITUTION:In an integrated control device comprising an auxiliary steering angle control device (a) for controlling the steering angle of at least either front wheels or rear wheels at the time of steering the front wheels, and a wheel load distribution control device (b) for controlling the load moving quantity distribution of each wheel, mounted on a vehicle, there is provided a lateral acceleration detecting means (d) for detecting the lateral acceleration YG acting upon the vehicle. The auxiliary steering angle control sensitivity alphas and the wheel load distribution control sensitivity alphaR are set by an integrated control sensitivity setting means (e) in such a way that the wheel load distribution control sensitivity alphaR becomes larger in relation to the auxiliary steering angle control sensitivity alphaS as the lateral acceleration detection value becomes larger. The total control effect of both control devices (a), (b) can be thereby made optimum while preventing the restriction of control quantity on the control device side with larger control effect during the simultaneous operation of both control devices (a), (b).

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a comprehensive control device for auxiliary steering angle and wheel load distribution.

(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.

Furthermore, conventionally, as a suspension control device which is an example of a wheel load distribution control device, for example, Japanese Patent Laid-Open No. 62-292
A device described in Japanese Patent No. 516 is known, and this conventional source describes that by continuously and widely changing the spring constant or damping constant of the suspension, the roll of the vehicle,
The content shows how to suppress changes in vehicle posture due to pitch, bounce, etc.

(Problem to be Solved by the Invention) However, when the above-mentioned rear wheel steering angle control device and suspension control device are installed in one vehicle at the same time, the auxiliary steering angle control sensitivity and the wheel load distribution control sensitivity can be adjusted independently. If the configuration is such that rear wheel steering angle control and wheel load distribution control are performed independently of each other based on the setting sensitivity, the vehicle condition region where the control effect of auxiliary steering angle control is large and the control effect of wheel load distribution control are Although this point is different from the large vehicle state region, this point is not taken into account at all, so the total control effect of both control devices will not be optimal.

In addition, when rear wheel steering angle control and wheel load distribution control are performed simultaneously, even if the vehicle is in a state where one control has a small effect, 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 in order to improve the performance of , the effect can only be obtained for a specific performance, and the optimization of the total control effect cannot be achieved.

The present invention has been made by focusing on the above-mentioned problem, and is a general control device for a vehicle in which an auxiliary steering angle control device and a wheel load distribution 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, in the comprehensive control device for auxiliary steering angle and wheel load distribution of the present invention, the vehicle state region where the control effect of auxiliary steering angle control is large and the wheel load distribution control are The present invention is a means for distinguishing a vehicle state region with a large control effect using the same parameter including at least lateral acceleration, and changing control sensitivity depending on the magnitude of the control effect.

That is, as shown in the claim correspondence diagram of FIG.
In the described invention, the auxiliary steering angle control device a controls the steering angle of at least one of the front wheels or the rear wheels during front wheel steering, and the wheel load distribution control device controls the distribution of the amount of load movement of each wheel. The lateral acceleration detection means d detects the applied lateral acceleration Y6, and the auxiliary steering angle is set such that the larger the detected lateral acceleration value is, the larger the wheel load distribution control sensitivity α9 is relative to the auxiliary steering angle control sensitivity α5. Regulation? ! 1] A general control sensitivity setting means e for setting the sensitivity α and the wheel load distribution control sensitivity a as.

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 wheel load distribution control device that controls the distribution of the amount of load movement of each wheel. Then, the longitudinal acceleration detection means C detects the longitudinal acceleration XG acting on the vehicle, the lateral acceleration detection means d detects the lateral acceleration Y6 acting on the vehicle, the square of the detected longitudinal acceleration value and the square of the detected lateral acceleration value. The sum (X6'+Y6') is calculated, and the larger the value of this sum (XG'+YG'), the greater the wheel load distribution control sensitivity a8 with respect to the auxiliary steering angle control sensitivity α5.
The present invention is characterized by comprising a comprehensive control sensitivity setting means e for setting the auxiliary steering angle control sensitivity a5 and the wheel load distribution control sensitivity σ8 so that the value of the ratio (α8/α5) becomes large.

(Function) In the invention according to claim 1, when the vehicle is running, the overall control sensitivity setting means e sets the wheel load distribution control sensitivity to the auxiliary steering angle control sensitivity α3 as the detected lateral acceleration value increases. Auxiliary steering angle control sensitivity α to relatively increase α8
5 and wheel load distribution control sensitivity α are set.

Further, in the invention according to claim 2, when the vehicle is running,
In the comprehensive control sensitivity setting means e, the sum (X
a' + Ya') is calculated, and this sum (Xa' + yo
The auxiliary steering angle control sensitivity aS and the wheel load distribution control sensitivity α8 are adjusted so that the larger the value of Set.

In other words, using Y6 or (XG'+YG') as a parameter, dynamic control sensitivity α5. The setting of α is changed for the following reason.

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 amount of load transfer is large; The region can be said to be a region where longitudinal acceleration and lateral acceleration are large.

On the other hand, auxiliary steering angle control is effective in the tire cornering power characteristics from the linear region to the nonlinear region, but in the nonlinear region, the effect of other control devices is large, so the control effect is relatively due to the linear overhead of the tire characteristics. The region where the control effect is large and the control effect is large can be said to be the region where the wheel load distribution movement is small and the longitudinal acceleration and lateral acceleration are small.

Therefore, by using Y6 or (Xa'+Yc') as a parameter, it is possible to distinguish areas according to the magnitude of the control effect, and when driving with a small value of Y6 or (XG'+YG'), the auxiliary steering angle control sensitivity α5 is Wheel load distribution control sensitivity α
By setting the value relatively higher than 8, changes in steering characteristics due to wheel load distribution control can be suppressed to a small extent, and auxiliary steering angle control, which has a large control effect, can be fully utilized.

On the other hand, when driving with a large value of Y6 or (XG'+YG'), wheel load distribution control sensitivity α8 becomes auxiliary steering angle control sensitivity α.
5, the change in wheel load movement due to changes in tire skid angle due to auxiliary steering angle control can be kept small, resulting in wheel load distribution with a large control effect. The control will be fully utilized, and the opening control device a,
The total control effect is optimized by b.

Furthermore, even if the total energy consumption is limited due to fuel efficiency or other reasons, the dynamic 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 α8, the restriction of the control amount on the side of the device with a large control effect among the open 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 Warikoma power 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 torque split four-wheel drive vehicle with one torque split to the rear wheel drive, and the left and right rear wheels are IR1IL.
Engine 2. Transmission 3. Rear propeller shaft 4. Rear differential 5. Engine driving force is transmitted via left and right rear dry 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.

The front steering gear device 12 that steers the front wheels 7R and 17L and the left and right rear wheels IR and 11 are provided with a front and rear wheel steering angle control that provides an auxiliary steering angle to the front wheels 7R and 7L and rear wheels +R and 11 using a piston stroke using supplied hydraulic pressure. A front wheel hydraulic power cylinder 13 and a rear wheel hydraulic power cylinder 14 are provided as 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.

In addition, hydraulic cylinders are installed at the sprung upper and lower parts of each wheel to act as active suspension control actuators that actively suppress vehicle body rocking by independently controlling the supply hydraulic pressure.
6FR1+6FL, +6RR, +6RL 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 +7H from the steering angle control controller 18. The steering angle control controller 18 includes a front wheel steering angle sensor 19. A 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 multipurpose 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 24. Right rear wheel rotation sensor 25. Left rear wheel rotation sensor 26. The front and rear wheel drive force distribution control continuously controls the drive force distribution from rear wheel drive (0:100) to rigid 4WD (50:50) by inputting the detection signal from the lateral acceleration sensor 2γ, etc. For example, control can be performed to improve both drive performance and turning performance by suppressing drive wheel slip when starting or accelerating, while reducing the distribution of drive power to the front wheels and tending to drive the rear wheels when cornering. It will be done.

Said hydraulic cylinder +6FR, 16FL, +6RR, +
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
This is performed by a valve operation control command from the suspension control controller 29 for the left rear wheel control valve 28R.
9 is a vertical acceleration sensor 30. Lateral acceleration sensor 27. Longitudinal 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 vehicle pitching, control to suppress vehicle height changes, 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
a''+'c') and (XG/YG) as parameters, and find the auxiliary steering angle control sensitivity α5, driving force distribution control sensitivity α1, and wheel load distribution control sensitivity α8 that are optimal for the vehicle condition at that time. , a comprehensive control controller 34 (comprehensive control sensitivity setting means) is provided which sets each control sensitivity α5.(11, α8) to each of the controllers 18, 22, and 29.

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

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 the figure, and a specific example of the active suspension control system is shown in FIG. 5, but both are well known and detailed explanations will be omitted.

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

(B) Reason for using (X62+YG') and (x, i/Ya) as parameters for dividing the control effect into large and small areas. First, (X62+YG') and (XG/Ya) are parameters for separating the control effect into large and small areas. The control sensitivities α5° and α8 are changed and set for the following reason.

- Sub-driving force control is slip rate control by distributing driving force or 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 around the front and back. This can be called an acceleration region or a deceleration region where 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, each control sensitivity α5. α1. A conceptual diagram of the short-term state region where α8 has a large control effect is as shown in Figure 6.

(B) Problems when the control sensitivity is set to a fixed value a) Problems in the region where auxiliary steering angle control is good (Xc2+Ya) is small - Regarding auxiliary driving force control, control is basically unnecessary in this region. , power is wasted and a lot of power is required for auxiliary steering angle control (e.g.
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 cornering power of the front and rear wheels changes in conjunction with the change in wheel load distribution, and the control effect of the auxiliary steering angle control device, which performs control assuming that there is no change in cornering power, is impaired.

-Wheel load distribution control is similar to auxiliary 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 auxiliary steering angle control is performed by considering the steering characteristics to be a certain constant value, but the steering characteristics change due to wheel load distribution control (specifically, the steering characteristics change due to the front and rear cornering power). balance changes), the characteristics that the auxiliary steering angle control was originally aiming for cannot be obtained.

b) Problems in areas where wheel load distribution control is good (XG'+YG') 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 distribution 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.

- Power is wasted in the auxiliary driving force control, and the power of the wheel load distribution control device cannot be obtained.The situation 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 corner link force deviates from the optimum value due to fluctuations in slip ratio.

C) Good at sub-driving force control (XG'+YG') is large;
Problems in the region where (XG/YG) is large - Power is wasted in the auxiliary steering angle control and the power of the auxiliary driving force control device cannot be obtained, as in the other cases.

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.

・Power is wasted for wheel load distribution control and power is not obtained for the auxiliary driving force control device (the points are the same as the others).

In terms of performance, for example, if the wheel load distribution of 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 cause the tire to slip. This will vary depending on the presence or absence of load distribution control.
Unable to control as desired.

Next, the effect will be explained.

FIG. 7 shows each control sensitivity α5. This is a flowchart showing the flow of the control sensitivity setting processing operation in the general controller 34 which sets α□, a8 and outputs it to each controller 18, 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, longitudinal acceleration X is determined. The sum of the square of Y6 and the square of the lateral acceleration Y6 is calculated.

At step +03, (xc”Ya2) (7) value M
It is determined whether the value is equal to or greater than a predetermined value.

In this judgment, if the value of (xa'+ya') is less than the predetermined value, the process proceeds to step 108, and the auxiliary steering angle control sensitivity aS
T driving force distribution control sensitivity α□ and wheel load distribution control sensitivity aR are respectively α50. Set to α engineering and QRI.

Here, aT(, α9. is set to a very small value with respect to α51 so that the auxiliary steering angle control effect becomes large. For example, when a s + = 1, αTIT an+4
You can close it with o.

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 ]04 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').

Note that 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 (XG'+Y(,') becomes larger. , the control gain is 5 (
It is set to have a characteristic that increases as the value of (XG'+YG') increases (upwards to the right).

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

In step 106, the (
The values of the driving force distribution basic control sensitivity a0° and the wheel load distribution basic control sensitivity aRO are calculated using the driving force distribution control sensitivity characteristic map and the wheel load distribution control sensitivity characteristic map for the value of XG/YG).

Incidentally, these characteristic maps are selected by the characteristic mode by the manual switch 33, but basically, the driving force distribution basic side @sensitivity α. 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 α8° decreases as the value of (XG/YG) increases (downwards to the right). There is.

In step 107, the basic control sensitivity α obtained in step 106 is determined. ,α□. is corrected using the formula 2 below to obtain driving force distribution control sensitivity 01 and wheel load distribution control sensitivity a8.
is calculated.

αT: S to αTO° αR: S to a80° At step +09, step +04 and step 10
7 or each control sensitivity α5 obtained in step 108.
α, , 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 as, a, and α□, the controllers 18, 22, and 29 perform the following control.

In the steering angle control controller 18, as shown in the following equation, the basic control steering angles fsf and fS are given an auxiliary steering angle control sensitivity α.
The combined values multiplied by 5 are set as the front wheel auxiliary steering angle target value 6 etc. and the rear wheel auxiliary steering angle target value 6RI. The command signal obtained by filter 2 is applied to the front wheel steering angle control valve 17F and the rear wheel steering angle control valve +7R.

ro = α3・f,, (e, V) δr= a s・+ sr (e, v) The driving force distribution controller 22 sets the basic front wheel side driving force distribution ratio f, as shown in the following formula. Driving force distribution control sensitivity α□
The combined value is the drive force distribution front wheel ratio target value T, 1
1, and a command signal from which this target value TF is obtained is output to the driving force distribution control valve 21.

Tdo=αwork・10 (△N, YG) However, ΔN is the difference in rotational speed between the front and rear wheels, and the rear wheel rotational speed Nr and the front wheel rotational speed are determined by the signals from each rotation sensor 23, 24, 25, and 26. It is obtained by the following equation, which calculates Nf and takes the difference between them.

△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 σ8 and the combined value is the wheel load distribution ratio target value Rs.
'

R5''=a R-f q(Za, When looking at the front and rear wheel drive force distribution control, the effects listed below are exhibited.

■ By using (X62+Ya') as a parameter, it is possible to distinguish areas according to the magnitude of the control effect, and as shown in the characteristic map in Figure 8, when driving with a small value of 0(6'+Yc'), By setting the auxiliary steering angle control sensitivity Qs to be relatively higher than the wheel load distribution control sensitivity α8, changes in steering characteristics due to wheel load distribution control are suppressed to a small level, and the front and rear wheel steering has a large control effect. Angle control is fully utilized.

Also, when driving with a large value of (XG24-YG'),
By setting the wheel load distribution control sensitivity α9 to be relatively higher than the auxiliary steering angle control sensitivity α3, the amount of movement of the wheel load changes due to a change in the tire skid angle due to the auxiliary steering angle control. This means that active suspension control, which has a large control effect, can be fully utilized.

That is, the total control effect of both the auxiliary steering angle and wheel load distribution control devices is 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 α8, restriction of the control amount 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 controlling the auxiliary steering angle and wheel load distribution according to the second embodiment corresponding to the invention set forth in claim 1 will be described.

Since the first embodiment is a system that includes an auxiliary driving force control device, an example was shown in which the magnitude of control sensitivity is determined by both longitudinal acceleration x 6 and lateral acceleration Y6, but this second embodiment A vehicle is equipped with two devices, an angle control device and a wheel load distribution control device, at the same time, and as stated in claim 1, the vehicle detects the lateral acceleration Y without detecting the longitudinal acceleration×6.
This is an example in which only 6 is detected and auxiliary steering angle control sensitivity α5 and wheel load distribution control sensitivity α8 are set.

In terms of configuration, this is a system in which the driving force distribution control system is omitted from the device of the first embodiment, and the other configurations are unchanged, so a description thereof will be omitted.

Next, FIG. 10 shows the general control controller 3 of the second embodiment.
This is a flowchart showing the flow of the control sensitivity setting processing operation performed in step 4, and each step will be explained below.

In step 201, lateral acceleration Y6 is read from the lateral acceleration sensor 27.

In step 202, the auxiliary steering angle control sensitivity α5 and the wheel load distribution control sensitivity α8 are determined based on the lateral acceleration YG and according to the control sensitivity characteristic map written in the step frame.

That is, in the low longitudinal acceleration range, the auxiliary steering angle control sensitivity α5 is set to a higher value than the wheel load distribution control sensitivity α8, and in the high longitudinal acceleration range, the wheel load distribution control sensitivity α is set higher than the auxiliary steering angle control sensitivity α5.
3 is considered a high value.

In step 203, the dynamic control sensitivity α5 determined in step 202. α8 is output to the steering angle controller 18 and suspension controller 29.

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 the greater 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 invention, it is included in the invention. It will be done.

For example, in the embodiment, the control sensitivity α5. Although we have shown an example of the characteristic where a8 intersects (Fig. 8), it is not necessary that both characteristics intersect, and as shown in Fig. 9, (Xa' + Yo
When describing the characteristic graph of (α8/α5) for (XG'), the larger the value of (XG')
It is included in the present invention if the auxiliary steering angle control sensitivity α5 and the wheel load control sensitivity α8 are set so that the value of α, ) becomes large. In other words, if the graph of (α8/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 driving force distribution control device has been described, but it is of course applicable to a vehicle that is not equipped with a driving force distribution control device.
This invention can be applied to vehicles equipped with at least an auxiliary steering angle control device and a wheel load distribution 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 a wheel load distribution control device, we have shown an example in which both roll stiffness and pitch stiffness can be changed using a hydraulic active suspension control system, but it is also possible to control only roll stiffness distribution by using a load transfer control system using an air suspension or by changing stabilizer characteristics. A roll stiffness distribution control system that controls pitch stiffness distribution only, a pitch stiffness distribution control system that controls only pitch stiffness distribution, a control system that changes either the spring constant or the damping constant, etc. may be used.

(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 wheel load distribution control device are simultaneously installed. The vehicle condition area where the wheel load distribution control is large and the vehicle condition area where the control effect of the wheel load distribution control is large are distinguished by the same parameters, including at least lateral 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 claim correspondence diagram showing the integrated control device for auxiliary steering angle and wheel load distribution of the present invention, and Fig. 2 is a diagram showing the comprehensive control device for the auxiliary steering angle and wheel load distribution of the present invention.
Overall system diagram showing a vehicle equipped with a front and rear wheel drive force distribution control device (an example of an auxiliary steering angle control device), an active suspension control device (an example of a wheel load distribution control device), and an active suspension control device (an example of a wheel load distribution control device) , FIG. 3 is a diagram showing a specific example of the front and rear wheel steering angle control system, FIG. 4 is a diagram showing a specific example of the front and rear wheel drive force distribution control system, and FIG. 5 is a diagram showing a specific example of the active suspension control system. , FIG. 6 is a conceptual region diagram showing the vehicle state region where each control has a large control effect, FIG. 7 is a flowchart showing the flow of control sensitivity setting processing operation in the integrated controller of the first embodiment, and FIG. (XG"YG') characteristic map of auxiliary steering angle control sensitivity and wheel load distribution control sensitivity, FIG. 9 is a control sensitivity ratio characteristic graph, and FIG. It is a flowchart showing the flow of control sensitivity setting processing operation. -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 the rear wheels during front wheel steering; a wheel load distribution control device that controls the distribution of the amount of load movement of each wheel; and a vehicle. lateral acceleration detection means for detecting lateral acceleration acting on the lateral acceleration; A comprehensive control device for auxiliary steering angle and wheel load distribution, comprising: comprehensive control sensitivity setting means for setting wheel load distribution 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 wheel load distribution control device that controls the distribution of the amount of load movement of each wheel, and a longitudinal acceleration that acts on the vehicle. The longitudinal acceleration detection means detects the lateral acceleration acting on the vehicle, the lateral acceleration detection means detects the lateral acceleration acting on the vehicle, and the sum of the square of the longitudinal acceleration detection value and the square of the lateral acceleration detection value is calculated, and the larger the value of the sum, the more the assistance is applied. An auxiliary device comprising: comprehensive control sensitivity setting means for setting auxiliary steering angle control sensitivity and wheel load distribution control sensitivity so that the value of the ratio of wheel load distribution control sensitivity to steering angle control sensitivity becomes large. Comprehensive control device for steering angle and wheel load distribution.