JPH08133039A - Vehicle controller - Google Patents

Abstract

PURPOSE: To secure control performance sufficiently by means of simple constitution by controlling braking of a rotational outside front wheel when a turning radius is large, controlling braking of a rotational inside rear wheel when the turning radius is small, and braking other wheels by means of a brake pedal. CONSTITUTION: To a master cylinder 2 pressurized by an operation of a brake pedal 1, two system hydraulic paths consisting of a right front wheel and left rear wheel system 10-1 and a left front wheel and right rear wheel system 10-2 are connected. Solenoid valves 31, 37, in which pressurization to wheel cylinders 80-83 by a brake pedal 1 and that by pumps 20, 22 are switched from one to the other by switching an A condition and a B condition, are operated on the basis of a control signal from an ECU 4. By means of actions of the solenoid valves 31, 37, one of two system hydraulic paths consisting of the right front wheel and left rear wheel system 10-1 and the left front wheel and right rear wheel system 10-2 is always pressurized from the pedal 1.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device capable of performing stable control in a target direction when a vehicle turns.

[0002]

2. Description of the Related Art Conventionally, in a vehicle which is turning, the behaviors of entrainment (oversteer) and skid (understeer) caused by low μ road, sharp turn, acceleration or deceleration, etc. make it difficult to stably run in a target direction. I was supposed to. As a means for guaranteeing such a vehicle behavior, a method of utilizing a rotational moment due to a braking force (Japanese Patent Laid-Open No. 2-70561) has been proposed, and the vehicle behavior control by the braking force is performed not only during braking but also during acceleration. If you want to do this even during steady driving, you need a pressurizing device such as a pump.

[0003]

However, in the above configuration, when vehicle behavior control is performed by four wheels, generally, the structure is such that the input from the brake pedal is not accepted during pressurization by the pump, and the operation is People feel psychological anxiety because they cannot get the feel (pedal feel) when they depress the brake pedal. Further, if the pump fails during four-wheel control, there is a possibility that the vehicle will be in a no-brake state, and there is a problem in fail-safe.

Therefore, an object of the present invention is to provide a vehicle control device which has a simple structure, ensures sufficient control performance, has a fail-safe property, and has a pedal feel.

[0005]

In order to solve the above-mentioned problems, the structure of the present invention is a vehicle control device for controlling a vehicle body in a target direction, and a speed detecting means for detecting a physical quantity corresponding to a vehicle body speed. A steering angle detecting means for detecting a physical quantity corresponding to a steering angle of the vehicle, a rotational motion detecting means for detecting a physical quantity indicating a motion state of the vehicle around a center of gravity vertical axis, a detection signal of the speed detecting means and a steering angle detecting means Target rotation motion calculating means for calculating a target rotation motion amount of the vehicle in accordance with the detection signal of the vehicle, hydraulic pressure adjusting means capable of independently controlling hydraulic pressure for braking the wheels by electric signals, and rotary motion. When the detection signal of the detection means is larger than the calculation result of the target rotational movement calculation means, braking of the front wheel outside the turning is controlled, and when the detection signal of the rotation movement detection means is smaller than the calculation result of the target rotation movement calculation means, turning is performed. Outputs a control signal for controlling the braking of the rear wheels to the fluid pressure adjusting means, the other wheel is characterized in that a control means for braking at hydraulic pressure is applied from at least the brake pedal.

Further, in the structure of the second invention, the right front wheel and the left rear wheel share the left front wheel and the left front wheel the right rear wheel, respectively, and the braking piping for guiding the hydraulic pressure for braking the wheel is crossed in an X shape. It is characterized by doing.

The configuration of the third invention is characterized in that the vehicle in which the vehicle control device is used is an FR vehicle.

A fourth aspect of the invention is a vehicle control device for controlling a vehicle body in a target direction, wherein the wheel cylinders for the right front wheel and the left rear wheel of the vehicle are connected to a master cylinder by a common pipe. A pipe, a second pipe connecting the left front wheel and the right rear wheel of the vehicle to the master cylinder with a common pipe, and a turning state detecting means for detecting a turning state of the vehicle with respect to a target direction including a turning direction. Depending on the turning direction, the brake pressure medium corresponding to the turning state is supplied to one of the first and second pipes connected to the wheel cylinders of the front and rear wheels corresponding to the front outside wheel and the rear inside wheel, and the other, respectively. Pressure medium supply control means for prohibiting the supply of the brake pressure medium to the pipe.

[0009]

The first function is to brake the front wheel outside the turning when the detection signal of the rotary motion detecting means is larger than the calculation result of the target rotary motion calculating means, and the detection signal of the rotary motion detecting means detects the target rotary motion calculating means. When it is smaller than the calculation result, the rear wheels in the turn are braked, and the other wheels are braked by the hydraulic pressure applied from the brake pedal. (Claim 1) The second effect is that the right front wheel and the left rear wheel share the left front wheel and the left front wheel the right rear wheel, respectively, and the braking piping that guides the braking fluid pressure intersects in an X shape. (Claim 2) The third effect is that the vehicle equipped with the vehicle control device is an FR vehicle. (Claim 3) According to the turning direction of the vehicle, the fourth action is to turn one of the first and second pipes connected to the wheel cylinders of the front and rear wheels corresponding to the front outer wheel and the rear inner wheel. The brake pressure medium corresponding to the state is supplied, and the supply of the brake pressure medium to the other pipe is prohibited. (Claim 4)

[0010]

The first effect is that the vehicle control device automatically controls the front wheel outside the turn and the rear wheel inside the turn at the time of turning. However, since it is always possible to brake with another brake pedal, it is possible. Even if a failure occurs in the vehicle control device for some reason, the brake pedal can be operated, so that the fail-safe property of the vehicle control device is improved. (Claims 1 to
The fourth effect is that the pedal can be constantly depressed, which provides a psychological sense of security for the driver and provides deceleration that reflects the driver's will. (Claims 1 to 4) The third effect is braking of the front wheel outside the turn and the rear wheel inside the turn, so that only one of the front wheel and the rear wheel is controlled.
The braking force applied to the front wheels outside the turn can generate a moment in the opposite direction of the turn, and at the same time, the cornering force can be reduced, while the braking force applied to the rear wheels inside the turn can be applied in the turning direction without reducing the cornering force. Since the moment of can be generated, effective control can be performed as well as four-wheel control. (Claims 1 to 4)

[0011]

EXAMPLES The present invention will be described below based on specific examples. FIG. 1 is a conceptual diagram showing the concept of the present invention.
The speed detecting means A1 is attached to a wheel to be braked,
The steering wheel angle sensor is a wheel speed sensor that detects the speed of the wheel, and the steering angle detection unit A2 is a steering angle sensor that detects the rotation angle of the steering wheel. Also, the rotational movement detecting means A3
Is a yaw rate sensor that detects the angular velocity around the vertical axis of the center of gravity of the vehicle body when turning.

The control means A4 inputs wheel speed data, steering angle data and yaw rate data respectively output from the speed detection means A1, the steering angle detection means A2 and the rotational movement detection means A3, and the wheels to be braked and the braking thereof. Select the pressure,
A control signal is output to the hydraulic pressure adjusting means A5. The hydraulic pressure adjusting means A5 applies hydraulic pressure to the wheel cylinder A6 based on the control signal from the control means A4 to brake the wheels, thereby performing appropriate vehicle control.

Next, regarding the specific configuration of the present embodiment,
A description will be given based on FIG. To the master cylinder 2 that is pressurized by the operation of the brake pedal 1, two hydraulic paths, that is, a right front wheel, a left rear wheel system 10-1, a left front wheel, and a right rear wheel system 10-2 are connected. Solenoid valve 31,
37 switches the brake pedal 1 to the wheel cylinders 80 to 83 by switching between the A state and the B state.
This is a valve for switching between pressurization by the pump and pressurization by the pumps 20 and 22.
It) is activated by the control signal from 4. At this time, the solenoid valves 31 and 37 have different operating states, and when one is in operation, the other is always inactive.

Due to the action of the solenoid valves 31 and 37, in this embodiment, one of the hydraulic paths of the right front wheel, the left rear wheel system 10-1 and the left front wheel, and the right rear wheel system 10-2 is always operated. The hydraulic path of is pressurized from the brake pedal 1. The mechanism of pressurization of the wheel cylinders 80 and 81 and the pressurization of the wheel cylinders 82 and 83 are the same, and only the pressurization of the wheel cylinders 82 and 83 will be described below.

First, when the wheel cylinders 82 and 83 are pressurized by the normal brake pedal 1, the solenoid valve 31 is set to the A state and the hydraulic path 15 and the hydraulic path 10-1 are connected. Then, the solenoid valves 32 and 34 are set to the A state (through state), and the solenoid valves 33 and 35 are set to the B state (cut state) so that the brake fluid does not escape to the reservoir 60.

When the brake pedal 1 is operated in this state, the master cylinder 2 is pressurized, and the pressure causes the wheel cylinder 82 to be pressurized via the hydraulic paths 10-1, 15, 16 and similarly. 10-1, 15, 2
The wheel cylinder 83 is pressurized via points 5 and 26. When the brake pedal 1 is restored, the master cylinder 2 is depressurized, the brake oil in the wheel cylinder 82 is partially returned to the master cylinder 2 via the hydraulic paths 16, 15, 10-1, and the hydraulic path 26, 25, 1
Part of the brake fluid in the wheel cylinder 83 is returned to the master cylinder 2 via 5, 10-1.

The brake oil in the wheel cylinders 82, 83 is partially returned to the master cylinder 2, whereby the wheel cylinders 82, 83 are decompressed and the brakes on the wheels are released. Also, the rear wheel cylinder 8
Among the hydraulic paths to 3, the hydraulic path 15 and the hydraulic path 25
A proportional valve 70 is provided between the wheel cylinder 83 and the proportional cylinder 70 when the hydraulic pressure of the master cylinder 2 exceeds a predetermined value.
This is a valve for preventing the lock of the rear wheels by reducing the increase rate of the brake pressure of.

Next, the case where the solenoid valve 31 is in the B state and the hydraulic pressure to the wheel cylinders 82 and 83 is automatically controlled to be increased, maintained and reduced will be described. First, the action of increasing the pressure on the wheel cylinders 82 and 83 will be described. Pump 20 and solenoid valve 3
0 means that when the solenoid valve 31 is in the B state,
This is for pressurizing the wheel cylinders 82 and 83. At this time, the solenoid valve 30 is in the B state (brake oil cut state), and the pressure of the pump 20 can be applied to the hydraulic path 11.

Further, when the solenoid valve 31 is in the A state (a state where pressurization by the brake pedal 1 is possible), the solenoid valve 30 is in the A state in which the brake fluid can pass through, and the brake fluid flows through the hydraulic paths 12, 13. , 14 and the oil tank 3, the pressure of the pump 20 is not applied to the hydraulic path 11. Relief valve 50
Is a safety valve for relief when the pressure by the pump 20 exceeds a set pressure.

When the solenoid valve 31 is in the B state,
The hydraulic path 11 and the hydraulic path 15 are connected, and the hydraulic path 11
The pressure applied to is transmitted to the hydraulic path 15. Therefore, in order to pressurize the wheel cylinders 82 and 83, the solenoid valves 32 and 34 may be in the A state (through state), and the solenoid valves 33 and 35 may be in the B state (cut state). In this state, the pressure of the pump 20 acts on the wheel cylinders 82 and 83.

In order to maintain the pressure acting on the wheel cylinders 82, 83, the solenoid valves 32,
34 may be in the B state (cut state). By setting the solenoid valves 32 and 34 to the B state, the hydraulic path 15
And the hydraulic path 16 and between the hydraulic path 25 and the hydraulic path 26 are cut, and the pressure is not applied by the pump 20, so that the pressure is not increased and the solenoid valve 33,
Since 35 is in the B state (cut state), the pressure is not reduced and the hydraulic pressure of the wheel cylinders 82 and 83 can be maintained.

In order to reduce the pressure of the wheel cylinders 82 and 83, the solenoid valves 32 and 34 may be set to the B state (cut state) and the solenoid valves 33 and 35 may be set to the A state (through state). Since the solenoid valves 32 and 34 are in the B state, between the hydraulic path 15 and the hydraulic path 16,
Since the hydraulic path 25 and the hydraulic path 26 are cut off and no pump pressure is applied, no further pressure increase is performed. On the other hand, since the solenoid valves 33 and 35 are in the A state, the brake fluid is supplied to the hydraulic path 16 Through 17,
Further, since the fluid flows through the hydraulic paths 26 and 27, the pressure of the wheel cylinders 82 and 83 can be reduced.

When the wheel cylinders 82 and 83 are depressurized, some of the brake oil flows to the reservoir 60, and some of the brake oil flows to the hydraulic paths 18 and 19 by the pump 21. The reservoir 60 includes wheel cylinders 82 and 83.
Since it has a high pressure, it is used as a buffer to prevent the pressure from being rapidly reduced. The pump 21 is configured to operate only when the wheel cylinders 82, 83 are depressurized.

The solenoid valves 30 to 35 and the pump 21 are all operated based on the control signal from the ECU 4, and the ECU 4 controls the wheel speed data, the steering angle data, the yaw rate data, and the hydraulic pressure from the pressure sensors P1 to P4. It inputs data and outputs control signals.

The processing procedure performed by the ECU 4 will be described with reference to the flowchart shown in FIG. First, in step 110, various sensors and solenoid valves are checked, and flags and the like are initialized. Step 12
At 0, the sensor signals from the wheel speed sensor, steering angle sensor, yaw rate sensor, etc. are read, and step 1
At 30, the wheel speed and the wheel acceleration are calculated. Step 1
The estimated vehicle speed VS0 is calculated at 40, and step 150 is performed.
At the target yaw rate Y,
Calculate R0.

[0026]

## EQU1 ## YR0 = (MA × VS0) ÷ {L × N × (1 + KH × VS0 ² )} (1) where MA is the steering angle, VS0 is the estimated vehicle speed, L is the wheel base, and KH is the vehicle. Is a stability factor indicating the steer characteristic, and N is the overall steering gear ratio.

Using the target yaw rate YR0, step 1
At 60, the PID (proportional integral derivative) control value is calculated,
Control amount DBB and holding time HT during pressurization and depressurization
To calculate. The detailed processing procedure is shown in FIG. In step 161, the previous value of the yaw rate deviation is stored as DYR1, and in step 162, the target yaw rate Y of this time is stored.
From the difference between R0 and the actual yaw rate YR, the yaw rate deviation DY
Calculate R. In step 163, the control amount DBB is calculated by PID calculation using the previous value DYR1 of the yaw rate deviation and the yaw rate deviation DYR of this time, and the holding time reference value HT1 is divided by the control amount DBB in step 164. Calculate HT.

FIG. 7 schematically shows the relationship between the holding time HT and the pressure increasing control and pressure reducing control. During the pressure increase control, after increasing the pressure by a predetermined pressure increase time constant AT, the pressure is held for the calculated holding time HT to increase the pressure in the wheel cylinders 82 and 83. Similarly, during depressurization control, after depressurizing for a predetermined depressurization time constant RT, the pressure is held for the calculated holding time HT to depressurize the wheel cylinders 82, 83.

After the control amount DBB is calculated in step 160, the wheels to be controlled are selected in step 170.
The detailed processing procedure is shown in FIG. In step 171,
The magnitude of the control amount DBB and the control start reference value BS are compared, and the magnitude of the control amount DBB is compared with the control start reference value BS.
When it is the following, it is determined that the control should not be performed and NO is determined, and the process proceeds to step 172, and the control of all wheels is not performed.

The magnitude of the control amount DBB is the control start reference value B.
When it is larger than S, the routine proceeds to step 173, where the value of the actual yaw rate YR is checked. Actual yaw rate Y in step 173
When R is less than or equal to zero, the process proceeds to step 174, and when the control amount DBB is less than or equal to zero in step 174, that is, when the vehicle is turning right understeer (see FIG. 15 (a)), the process proceeds to step 175 and the right. Performs pressure increase control for the rear wheel and pressure reduction control for the left front wheel. When the control amount DBB is a positive value in step 174, that is, when the vehicle is turning right oversteer (see FIG. 15B), the process proceeds to step 176, in which the pressure reduction control for the right rear wheel and the pressure increase control for the left front wheel are performed. Do.

When the actual yaw rate YR is greater than zero at step 173, the routine proceeds to step 178, where the control amount DB
Look at the value of B. When the control amount DBB is zero or more in step 178, that is, when the vehicle is turning left understeer (see FIG.
(See (a)), the routine proceeds to step 179, where the pressure increase control for the left rear wheel and the pressure decrease control for the right front wheel are performed. When the control amount DBB is smaller than zero in step 178, that is, when the vehicle is overturning to the left (see FIG. 14B), step 18 is executed.
In step 0, pressure reduction control for the left rear wheel and pressure increase control for the right front wheel are performed.

After the control wheel is selected in step 170, a control signal is output to the wheel selected in step 190 to control the wheel. FIG. 6 shows the relationship between each wheel selected in the processing procedure shown in FIG. 5 and its pressure increase / decrease. As can be seen from FIG. 6, there are wheels without control at all times, that is, wheels that are braked by an input from the brake pedal 1, and as a result, the vehicle control device 100 is provided.
The fail-safe property when the vehicle fails is improved, and since the brake pedal 1 always feels, the anxiety of the driver can be eliminated.

Next, the result when the present embodiment is actually used will be described. FIG. 8 and FIG. 9 are the data when the test was conducted by pouring water on the ceramic tile. FIG. 8 shows data when no control is performed according to this embodiment, and FIG. 9 shows data when control is performed according to this embodiment. In this case, a J-shaped left turn was performed at a vehicle speed of 40 km / h and a steering angle of 180 °. V _FR in the figure,
V _FL , V _RR , and V _RL represent wheel speeds, G _X and G _Y represent vehicle deceleration, and P _FR , P _FL , P _RR , and P _RL represent brake pressures, respectively. The vehicle used in this embodiment is an FR vehicle in which the engine is mounted on the front part of the vehicle and the rear wheels are driven.

When the control according to the present embodiment is not performed, the brake pressure P _FR ,
No pressure change was observed in P _FL , P _RR , and P _RL , the actual yaw rate YR did not catch up with the target yaw rate YR0 at the beginning of the turn, and the actual yaw rate YR was lower than the target yaw rate YR0. , The sign of the target yaw rate YR0 becomes negative and the yaw rate in the opposite direction should be targeted, because of the sharp turn form.
It can be seen that the actual yaw rate YR increases in the positive direction, resulting in a spin state. Therefore, in the case where the vehicle control according to the present embodiment is not performed, the deviation between the target yaw rate YR0 and the actual yaw rate YR is not always reduced as shown in FIG. 8, and eventually spin is caused and effective control is performed. I can't.

On the other hand, in the case where the vehicle control according to the present embodiment is performed, from the data shown in FIG. 9, when the understeer state in which the actual yaw rate YR falls below the target yaw rate YR0 immediately after turning, the brake pressure P _{RL of the} left rear wheel is obtained. To reduce the wheel speed V _RL of the left rear wheel to eliminate the understeer state (see FIG. 14 (a)). Thereafter, when the oversteer state in which the actual yaw rate YR exceeds the target yaw rate YR0 is reached, the brake pressure P _FR of the right front wheel is increased and the wheel speed P _FR of the right front wheel is reduced to eliminate the oversteer state (FIG. 14 (b)). reference).

At this time, the vehicle controller operates only two wheels, the left rear wheel and the right front wheel, and the brake pressures P _FL and P _{RR of} the right rear wheel and the left front wheel increase _{toward the} end. However, this is due to the input from the brake pedal 1. When making a right turn, the brake pressures P _FL and P _RR of the right rear wheel and the left front wheel are controlled, and the brake pressures P _RL and P _FR of the left rear wheel and the right front wheel are input from the brake pedal 1. It will be composed. Therefore, as in this embodiment, by controlling either the brake pressure P _RL , P _FR of the left rear wheel and the right front wheel, or the brake pressure P _FL , P _RR of the right rear wheel and the left front wheel, The actual yaw rate YR is controlled so as to sufficiently follow the target yaw rate YR0, and as shown in FIG. 9, stable vehicle control can be performed without causing spin.

Next, the results when this embodiment is used for traveling on an asphalt road surface will be described. 10 and 1
No. 1 is data when a slalom test was performed on a asphalt road surface at a vehicle speed of 60 km / h. FIG. 10 shows data when the vehicle control is not performed according to the present embodiment, and FIG. 11 is data when the control according to the present embodiment is performed.

As shown in FIG. 10, when the vehicle control according to the present embodiment is not performed, at the peak value,
It can be seen that the understeer state in which the actual yaw rate YR is lower than the target yaw rate YR0 appears prominently. On the other hand, when the vehicle control according to the present embodiment is performed, as shown in FIG. 11, when the vehicle is in the understeer state in which the actual yaw rate YR is below the target yaw rate YR0 during the right turn, the brake pressure P _RR of the right rear wheel is increased, The wheel speed V _RR of the right rear wheel is reduced to eliminate the understeer state (see FIG. 15 (a)),
When the actual yaw rate YR exceeds the target yaw rate YR0 and the vehicle is in an oversteer state, the brake pressure P _{FL of the} left front wheel is increased.
Is increased to reduce the wheel speed V _FL of the left front wheel to eliminate the oversteer state (see FIG. 15B), and the actual yaw rate YR is controlled to follow the target yaw rate YR0.

When the vehicle is turning to the left, when the actual yaw rate YR falls below the target yaw rate YR0, the brake pressure P _RL of the left rear wheel is increased and the wheel speed V _RL of the left rear wheel is reduced to eliminate the understeer state. When the actual yaw rate YR exceeds the target yaw rate YR0, the brake pressure P _FR of the right front wheel is increased and the wheel speed V _FR of the right front wheel is reduced to eliminate the oversteer state, and the target yaw rate YR0 is changed to the actual yaw rate YR0. Is controlled to follow.

From the comparison between the data shown in FIG. 10 and the data shown in FIG. 11, a clear difference can be seen in the deviation between the target yaw rate YR0 and the actual yaw rate YR at the peak value. Therefore, even when slalom traveling on the asphalt road surface, when the vehicle control according to the present embodiment is performed, the deviation between the target yaw rate YR0 and the actual yaw rate YR is small and effective compared to when the vehicle control is not performed. You can see that it is working.

Further, in FIG. 11, the brake pressures P _FR , P _FL , P _RR , P _RL of the four wheels can be received as if they are operating fully, but in reality, the brake pressures P _FR , P _RL The brake pressures P _FL and P _RR are switched, and when one is performing the vehicle control according to this embodiment, the other is in a state in which the input from the brake pedal 1 is possible and the switching is performed. The braking pressure P _{FR of} the four wheels due to the extremely short timing.
P _FL , P _RR , and P _RL appear to be fully operational.

Further, the result of running slalom running on the ceramic tile in this embodiment will be described. FIG. 12 and FIG. 13 show data obtained when the ceramic tile was filled with water and a slalom test was conducted at a vehicle speed of 60 km / h. FIG. 12 shows the data when the vehicle control according to the present embodiment is not performed, and FIG. 13 shows the data when the vehicle control according to the present embodiment is performed.

From FIG. 12, when the vehicle control according to the present embodiment is not performed, the deviation between the target yaw rate YR0 and the actual yaw rate YR gradually increases, and eventually the deviation occurs and the control becomes uncontrollable (spin). You can see that On the other hand, when the vehicle control according to this embodiment is performed,
As shown in FIG. 13, at the time of turning each left and right, the brake pressure appropriately acts in correspondence with each of the understeer state and the oversteer state, the actual yaw rate YR is made to follow the target yaw rate YR0, and the spin is not achieved, which is effective. It can be seen that various controls are being performed.

As can be seen from the above examples, the present invention is
By controlling the brake pressure of either the right front wheel and the left rear wheel system or the left front wheel and the right rear wheel system and inputting the other from the brake pedal 1, the vehicle can be effectively controlled. . Further, since the brake pedal 1 can always be braked, the fail-safe property can be improved, and the constant pedal feel can provide the driver with a psychological sense of security. In the present invention, since two hydraulic paths, that is, the right front wheel, the left rear wheel system and the left front wheel, the right rear wheel system, are provided, the shape when viewed from above is X-shaped as shown in FIG. It can be a hydraulic path.

[Brief description of drawings]

FIG. 1 is a conceptual diagram showing a concept according to the present invention.

FIG. 2 is a block diagram showing a configuration of the present invention.

FIG. 3 is a flowchart showing a processing procedure of the ECU.

FIG. 4 is a flowchart showing a procedure of PID control value calculation.

FIG. 5 is a flowchart showing a procedure of control wheel selection calculation.

FIG. 6 is a table showing the relationship between control signals and pressure increase / decrease of control wheels.

FIG. 7 is a schematic diagram showing holding times in pressure increase control and pressure decrease control.

FIG. 8: 40 km / m on a ceramic tile road surface
Explanatory drawing which shows the test data in case the vehicle control of a present Example is not performed on condition of h, steering angle 180 degrees, and J-shaped turning.

[Fig. 9] 40 km / m on a ceramic tile road surface
Explanatory drawing which shows the test data when the vehicle control of a present Example is performed on the conditions of h, steering angle 180 degrees, and J-shaped turning.

FIG. 10 is an explanatory diagram showing test data when the vehicle control of the present embodiment is not performed when slalom is performed at 60 km / h on an asphalt road surface.

FIG. 11 is an explanatory diagram showing test data when vehicle control of the present embodiment is performed when slalom is performed at 60 km / h on an asphalt road surface.

FIG. 12: 60 km / in ceramic tile road surface
Explanatory drawing which shows the test data in case the vehicle control of a present Example is not performed when slalom is performed by h.

FIG. 13: 60 km / on the road surface of a ceramic tile
Explanatory drawing which shows the test data at the time of performing vehicle control of a present Example, when slalom is performed by h.

FIG. 14 is a schematic diagram showing the principle of control when turning left.

FIG. 15 is a schematic diagram showing the principle of control when turning right.

FIG. 16 is a schematic diagram showing the shape of a hydraulic path.

[Explanation of symbols]

 1 Brake Pedal 2 Master Cylinder 3 Oil Tank 4 ECU 10-19, 25-27, 99 Hydraulic Path 20-23 Pump 30-41 Solenoid Valve 50, 51 Relief Valve 60, 61 Reservoir 70, 71 Proportional Valve 80-83 Wheel Cylinder 90-95 Check valve 100 Vehicle control device P1-P4 Pressure sensor RR Right rear wheel RL Left rear wheel FR Right front wheel FL Left front wheel

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI technical display location B62D 137: 00

Claims (4)

[Claims] 1. A vehicle control device for controlling a vehicle body in a target direction, comprising speed detecting means for detecting a physical quantity corresponding to vehicle speed, and steering angle detecting means for detecting a physical quantity corresponding to a steering angle of the vehicle. A rotary motion detecting means for detecting a physical quantity indicating a motion state of the vehicle about a vertical axis of gravity, and a target rotary motion amount of the vehicle according to a detection signal of the speed detecting means and a detection signal of the steering angle detecting means. Target rotational motion calculating means for calculating, hydraulic pressure adjusting means capable of independently controlling hydraulic pressure for braking the wheels by electric signals, detection signal of the rotational motion detecting means is the target rotational motion calculation When it is larger than the calculation result of the means, the braking of the front wheel outside the turning is controlled, and when the detection signal of the rotary motion detecting means is smaller than the calculation result of the target rotary motion calculating means, the braking of the rear inside wheel is performed. Vehicle control device Gosuru control signal output to the fluid pressure adjusting means, characterized in that the other wheels and control means for braking at hydraulic pressure is applied from at least the brake pedal. 2. A braking pipe for guiding the hydraulic pressure for braking the wheel is shared by the right front wheel and the left rear wheel, and the left front wheel and the right rear wheel, and intersects in an X shape. The vehicle control device according to claim 1. 3. The vehicle is an FR (Front Engine Rear Driv)
e) The vehicle control device according to claim 1 or 2, which is a vehicle. 4. A vehicle control device for controlling a vehicle body in a target direction, comprising: a first pipe connecting wheel cylinders of right front wheels and left rear wheels of the vehicle to a master cylinder by a common pipe; Second pipe that connects the wheel cylinders of the left front wheel and the right rear wheel to the master cylinder by a common pipe, a turning state detection unit that detects a turning state of the vehicle in the target direction including the turning direction, and the turning Depending on the direction, the brake pressure medium corresponding to the turning state is supplied to one of the first and second pipes connected to the wheel cylinders of the front and rear wheels corresponding to the outer front wheel and the inner rear wheel, and the other. And a pressure medium supply control means for prohibiting the supply of the brake pressure medium to the pipe of the vehicle control device.