JPH10152033A - Travel stabilizing device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent wheels from locking and restrict spin and drift. SOLUTION: The system comprises; a master pressure source and a high pressure source not responding to pedal forces, with either one source being possible to be switched to each set of two diagonally located wheels, a yaw moment calculating section 12 for calculating a yaw moment for restraining spin or drift, a minute gain estimating means 16 for estimating a minute gain reflecting the resonance characteristic of a wheel resonance system, and an ABS control means 10 for performing minute gain follow-up control for preventing the locking of the turn inside front wheel and the turn outside rear wheel while calculating target brake forces of the turn outside front wheel and the turn inside rear wheel for producing a yaw moment based on estimated brake forces of the turn inside front wheel and the turn outside rear wheel, and switching the turn outside front wheel and the turn inside rear wheel to the high pressure source. This prevents wheels from locking, spinning, or drifting while the wheels obtain sufficient brake forces from the high pressure source.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a running stabilizing device applied to a vehicle, and more particularly to a running stabilizing device for preventing a wheel from falling into a locked state by an anti-lock brake control, and for turning a vehicle into a spin state or a drift state. The present invention relates to a running stabilization device that prevents falling.

[0002]

2. Description of the Related Art A technique for preventing a sudden change in the attitude of a vehicle, more specifically, a technique for preventing the vehicle from falling into a spin state or a drift state is disclosed in Japanese Patent Application Laid-Open No. 4-372446. There is technology. This technology includes a left wheel braking mechanism for controlling the braking of the left wheel (front left wheel and front left wheel) and a right wheel braking mechanism for controlling the braking of the right wheel (front right wheel and rear right wheel). When it is determined that the yaw behavior deviates from the stable state, a yaw moment for stabilizing the yaw behavior is calculated, and the braking force generated by the brake hydraulic circuit to generate the yaw moment is applied to the left wheel and the right wheel. It is appropriately distributed to the wheel braking mechanism, thereby preventing spin and drift.

This technique has a means for supplying high hydraulic pressure for braking independently of the depression of the brake pedal in addition to the master pressure caused by the depression of the brake pedal. Also, a high hydraulic pressure is supplied to one of the right and left wheel braking mechanisms to apply a braking force for generating the calculated yaw moment.
Further, if the brake pedal is depressed, the yaw moment is applied to one of the right and left wheel braking mechanisms until the braking force by the master pressure according to the depression amount reaches the braking force that generates the calculated yaw moment. When a braking force for generating a moment is applied and the braking force due to the master pressure exceeds the braking force for generating the yaw moment, an increase in the braking force is distributed to the right and left wheel braking mechanisms at a predetermined rate. With such control, it is possible to generate a yaw moment for stabilizing the yaw behavior regardless of whether or not the brake pedal is depressed.

[0004]

However, in the conventional anti-spin and anti-drift techniques, when a yaw moment for suppressing spin and drift is generated, the braking force due to the master pressure is applied to the braking force for generating the yaw moment. During this time, the braking force that generates the yaw moment is applied to one of the braking mechanisms of the right and left wheels, and during this time, braking by depressing the brake pedal cannot be reflected in the vehicle motion, and fine braking Can not be performed.

On the other hand, to solve this problem, a method is conceivable in which when the depression of the brake pedal is detected, a yaw moment is obtained with a master pressure corresponding to the depression force. However, in this method, when the pedaling force is small, a sufficient yaw moment cannot be obtained, and there is a possibility that spin and drift cannot be completely prevented.

Further, in the prior art, coordination with anti-lock brake control (ABS) is not sufficiently taken into consideration.
There is a problem that a sufficient yaw moment may not be obtained by the operation of S. That is, in the related art, it has been difficult to achieve both suppression of spin and drift and prevention of wheel lock.

In view of the above facts, the present invention provides a travel stabilizing apparatus which achieves stability during travel by preventing any of spin, drift and wheel lock without impairing fine brake braking. The purpose is to do.

[0008]

According to a first aspect of the present invention, there is provided a master pressure source for generating a hydraulic pressure corresponding to a pedaling force and a high pressure for generating a high hydraulic pressure not corresponding to a pedaling force. In a travel stabilization device applied to a vehicle in which any one of the brake hydraulic sources can be switched every two wheels on a diagonal line, a yaw to be applied to the vehicle to avoid at least one of a drift state and a spin state A yaw moment calculating means for calculating a moment,
The braking force estimating means for estimating the braking force acting on each wheel for each wheel, and the yaw moment calculating means are calculated based on the estimated braking forces of the inner front wheel and the outer rear wheel during turning. Target braking force calculating means for calculating the target braking force of the outer front turning wheel and the inner rear wheel for turning to realize the yaw moment; And turning the front outer wheel so that the estimated braking force of the outer front wheel and the inner rear wheel coincides with the target braking force of the outer front wheel and the inner rear wheel calculated by the target braking force calculating means. And a stabilization control means for controlling a braking force acting on a rear wheel inside the turn.

According to the first aspect of the present invention, when the vehicle turns, the brake hydraulic pressure sources of the outer turning front wheel and the inner turning rear wheel, which are arranged diagonally, correspond to the pedaling force from the master pressure source that generates the hydraulic pressure corresponding to the pedaling force. Switch to a high pressure source that does not generate high oil pressure. With this, for the turning inner front wheel and the turning rear wheel that are arranged on the other diagonal lines that are not switched, the brake pressure source is used as the master pressure source, so that braking corresponding to the pedaling force is obtained, and even when the pedaling force is small. By braking the front outer wheel and the rear inner wheel switched to the high pressure source, it is possible to obtain a sufficient yaw moment for suppressing spin and drift.

According to a second aspect of the present invention, there is provided a brake hydraulic power source which generates one of a master pressure source for generating a hydraulic pressure corresponding to a pedaling force and a high pressure source for generating a high hydraulic pressure not corresponding to a pedaling force. In a travel stabilization device applied to a vehicle that can be switched for each wheel, a yaw moment calculation unit that calculates a yaw moment to be applied to the vehicle to avoid at least one of a drift state and a spin state, Anti-lock means for controlling the braking force acting on each wheel so as not to fall into a locked state; braking force estimating means for estimating the braking force acting on each wheel for each wheel; A turning outer front wheel and turning for realizing a yaw moment calculated by the yaw moment calculating means based on the estimated braking force of the turning outer rear wheel; A target braking force calculating means for calculating a target braking force of the rear wheel; and a turning outside front wheel when the inside turning rear wheel is controlled by the anti-lock means during an anti-drift when the vehicle turning direction matches the direction of the yaw moment. First correcting means for correcting the target braking force of the vehicle so as to realize the yaw moment based on the estimated braking force of the turning inner front wheel, the turning inner rear wheel, and the turning outer rear wheel, and a vehicle turning direction. When the turning front wheel is controlled by the anti-lock means at the time of anti-spin which is the opposite direction of the yaw moment, the target braking force of the turning inner rear wheel is changed to the turning inner front wheel, the turning outer front wheel, and the turning outer rear wheel. Correction means having at least one of a second correction means for correcting the yaw moment based on the estimated braking force of the wheels, and a front outer wheel when the vehicle is turning And switching the brake hydraulic source of the turning inner rear wheel from the master pressure source to the high pressure source, and the braking force estimated on at least one of the turning outer front wheel and the turning inner rear wheel that is not controlled by the anti-lock means. And stabilization control means for controlling the braking force acting on the wheels so as to match the target braking force of the wheels calculated by the target braking force calculation means or corrected by the correction means. Features.

In the second invention of the present invention, the braking force of each wheel is controlled by the anti-lock means so that each wheel does not fall into the locked state (anti-lock brake control). When any one of the outer front turning wheel and the inner rear wheel is subjected to the anti-lock brake control during the turning of the vehicle, the correcting means determines whether any one of the outer front wheel and the inner rear wheel is not subjected to the anti-lock brake control. The target braking force is corrected based on the braking forces estimated for the other three wheels so that the yaw moment calculated by the yaw moment calculating means is realized. By such correction of the target braking force, it is possible to prevent the wheels from being locked and to suppress the spin and the drift, thereby achieving the stable running of the vehicle.

[0012]

Embodiments of the present invention will be described below in detail with reference to the drawings.

(First Embodiment) FIG. 1 shows the configuration of a travel stabilizing device according to an embodiment of the present invention.

As shown in FIG. 1, the traveling stabilizing device according to the present embodiment includes a steering angle sensor 18 for detecting a steering amount δ of a steering wheel, and a wheel speed ω _w (wheel rotation speed) of each wheel.
Speed detecting means (vehicle speed sensor) 14 for detecting the yaw moment, and a yaw moment calculating unit for calculating a yaw moment Y _M necessary to prevent spin and drift and to stabilize the vehicle based on at least the steering amount δ of the steering wheel. 12 and a minute excitation component P when the braking force acting on the wheel is minutely excited
a minute gain estimating means 16 for estimating a minute gain g _d which is a ratio of a resonance frequency component ω _d of a wheel speed when the wheel is gripping with respect to _v, and an ABS actuator provided in the brake hydraulic circuit 99 And an ABS control means 10 that gives the yaw moment Y _M to the vehicle by controlling the ABS 20 and performs ABS control based on the small gain g _d . Also, the brake hydraulic circuit 9
9 includes a master pressure detecting means 22 for detecting a master pressure and a high pressure source oil pressure detecting means 24 for detecting a hydraulic pressure of a high pressure source, which are connected to the ABS control means 10 as described later. .

Next, a detailed configuration of the minute gain estimating means 16 will be described with reference to FIG. As shown in FIG. 5, the micro gain estimation means 16, bandpass filter 75 passband is set to a predetermined range including a resonant frequency f ₁ of the wheel speed when the tire is gripping, a bandpass filter 75
A full-wave rectifier 76 for rectifying the output, a low-pass filter 77 for smoothing the output of the full-wave rectifier 76 to make it DC, and a small gain g by dividing the output ω _d of the low-pass filter 77 by the small amplitude command _{Pv. It} comprises a division unit 78 for outputting _d .

The fine gain estimating means 16, the tire will detect only the component of the resonance frequency f ₁ of the wheel speed when on grip, since the component of the resonance frequency f ₁ of the wheel speed and outputs the direct current, low The output ω _d of the band-pass filter 77 becomes the amplitude value of the resonance frequency f ₁ component of the wheel speed, and the minute gain g _d obtained by dividing the amplitude value by the minute amplitude command P _v becomes a parameter indicating the frequency characteristic of the wheel resonance system.

As shown in FIG. 6, when the friction coefficient μ exceeds the peak value, the resonance frequency of the wheel resonance system is higher than the resonance frequency f ₁ when the tire is gripping (f _2). ) Side. As for components of the resonance frequency f ₁ in a state where the tire is gripping, by approaching the peak μ state, decrease in the amplitude of the resonant frequency f ₁ component, i.e. emerge in a decrease of the fine gain g _d . Therefore, it is possible to detect the approach of the peak μ state from the small gain g _d.

By the way, as shown in FIG. 2, in the brake hydraulic circuit 99 of the vehicle in which the running stabilizing device according to the present embodiment is mounted, as shown in FIG. The configuration is such that switching to a high-pressure source that supplies high oil pressure irrespective of the pedaling force is performed for each of two diagonal wheels. That is, when the vehicle is turned to the left as shown in FIG. 2, the ABS control is performed between the master pressure source and the low pressure source for the first wheel which is the front wheel inside the turn and the fourth wheel which is the rear wheel outside the turn. The hydraulic piping is switched so that the second wheel serving as the outer front wheel and the third wheel serving as the inner rear wheel perform ABS control between the high-pressure source and the low-pressure source.

When the vehicle is turned to the right, the inner front wheel is the second wheel, the outer rear wheel is the third wheel, and the second and third wheels are connected between the master pressure source and the low pressure source. Hydraulic piping so that the ABS is controlled between the high-pressure source and the low-pressure source so that the first and fourth wheels are ABS controlled between the high-pressure source and the low-pressure source. Is switched.

Next, a detailed configuration of the ABS control means 10 will be described with reference to FIG. As shown in FIG. 3, the ABS control means 10 has braking forces F _b1 , F _b2 , F _b3 , F _b4 acting on each wheel as an anti-spin and anti-drift control system.
And a target for the turning outside front wheel based on the input yaw moment Y _M , the estimated turning inside front wheel braking force F _b1 and the estimated turning outside rear wheel braking force F _b4. braking force F _b20 and the target braking force calculation unit 30 for calculating a target braking force F _b30 of the turning inside rear wheel target brake force F _b20,
A deviation calculator 34 for calculating the deviation between F _b30 and the estimated braking forces F _b2 and F _b4, and a command for the braking force acting on the outer front wheel and the inner rear wheel so that the deviation coincides with zero. A PI controller 38 for calculating a value, and a command value of the calculated braking force is used to increase / decrease the pressure of a control solenoid valve of each wheel described later.
A pressure increase / decrease time calculation unit 42 for converting the pressure into a pressure decrease time.

It should be noted that the braking force estimating section 36 has a pressure increase / decrease
Time calculation unit 42, master pressure detection of brake hydraulic circuit 99
Means 22 and the high pressure source oil pressure detecting means 24 are connected.
You. The braking force estimation unit 36 calculates the master pressure, the pressure increase / decrease time,
From the master pressure source and low pressure source according to the pressure increase / decrease time
Control of the front wheel inside the turn by the connected control solenoid valve
Power F_b1And braking force F of the rear wheel outside the turn_b4Estimate
You. In addition, the high pressure source
A control source connected to the low pressure source according to the pressure increase / decrease time
Braking force F of the front wheel outside turning by a solenoid valve_b2And turning
Inner rear wheel braking force F _b3Are estimated respectively.

Further, the ABS control means 10 is provided with a steering direction determining section 32 for determining whether the vehicle is turning left or right based on the input steering amount δ of the steering wheel. The unit 32 is a target braking force calculation unit 3
Connected to 0. Thereby, the target braking force calculation unit 3
0 can recognize the turning direction of the vehicle. In the present embodiment, the method of determining the steering direction by the steering direction determination unit 32 is not limited to the above method.

Further, ABS control means 10, as ABS control system, the reference gain g _s a memory 50 for storing the micro gain g _d and a reference gain g _s and the deviation (g entered
_{d −} g _s ), and a deviation g _d −g
_s , a PI controller 54 for calculating the reduced braking force of the inner front wheel and the outer rear wheel by proportional integral control using the proportional gain G _Pr1 and the integral gain G _Ir1, and the braking force by the driver depressing the brake pedal. The command P for reducing the braking force by removing the positive value and adopting only the negative value so as not to be commanded
a positive value removing unit 56 that outputs the value as _r .

The positive value removing section 56 is connected to the pressure increasing / decreasing time calculating section 42, and the pressure increasing / decreasing time calculating section 4
Reference numeral 2 converts the command value of the reduced braking force of the inside turning front wheel and the outside turning outside wheel into pressure increasing / decreasing time of the control solenoid valves of the inside turning front wheel and the outside turning outside wheel.

Further, the small gain g _d and the reference gain g _s
Is also input to the target braking force calculation unit 30. The target braking force calculation unit 30 sets the small gain g _d to the reference gain g as described later.
When it becomes _s or less, each target braking force is corrected.

Further, the ABS control means 10 includes, as a valve control system, a valve switching unit 44 for outputting a switching command of a switching solenoid valve of the ABS actuator 20 according to the steering direction determined by the steering direction determination unit 32, A pressure increasing / decreasing command section 46 for controlling a control solenoid valve of the ABS actuator 20 according to the pressure increasing / decreasing time calculated by the pressure / decrease time calculating section 42.
And the resonance frequency f of the wheel speed when the wheel is gripping
And a micro-excitation command section 48 for calculating a micro-excitation command when applying micro-vibration having the same frequency as ₁ to the braking force and outputting the micro-excitation command to the control solenoid valve.

Next, a specific example of a brake hydraulic circuit 99 capable of realizing switching of brake hydraulic piping systems of diagonal wheels as shown in FIG. 2 will be described with reference to FIG.

As shown in FIG.
Is provided with a reservoir 100 for storing brake fluid for a master cylinder system and a power supply system. The reservoir 100 is provided with a level warning switch 102 for detecting a decrease in the level of the brake fluid stored inside, and a relief valve 104 for relieving the brake fluid to the reservoir 100 when the power supply system has an abnormally high pressure. I have.

A pump 106 that pumps up brake fluid from the reservoir 100 and discharges high-pressure fluid is provided in a pipe disposed from the relief valve 104 side of the reservoir 100. Hydraulic pressure generated by pump (power supply system)
An accumulator 108 for accumulating pressure and a pressure sensor 110 as high-pressure source oil pressure detecting means 24 for detecting the oil pressure of the accumulator 108 are provided. The pressure sensor 110 detects the accumulator 10
The control signal of the pump 106 is output based on the hydraulic pressure of 8,
At low pressure, a warning signal (ABS, TRC control prohibition signal) is output.

A control signal for the pump 106 is output to the high-pressure side pipe of the accumulator 108 when the hydraulic pressure of the accumulator 108 is low, and a warning signal (ABS, TRC control prohibition signal) is output when the hydraulic pressure is low. A pressure switch 112 is provided.

A master cylinder 114 for generating a hydraulic pressure according to the depression force applied to a brake pedal 118 is connected to another pipe extending from the reservoir 100. A brake booster 116 is provided between the master cylinder 114 and the brake pedal 118 to adjust and introduce the high oil pressure of the accumulator 108 to an oil pressure corresponding to the pedaling force to generate a brake assisting force.

The brake booster 116 is connected to a pipe on the high hydraulic pressure side of the accumulator and a pipe directly extending from the reservoir 100. When the depression amount of the brake pedal 118 is less than a predetermined value, the reservoir 100 is When the amount of depression exceeds a certain value, a high oil pressure from the accumulator 108 is introduced.

The master cylinder 114 is provided with a front master pressure pipe 164 and a rear master pressure pipe 166 for supplying the hydraulic pressure (master pressure) of the master cylinder to the front and rear wheels, respectively. The front master pressure pipe 164 and the rear master pressure pipe 16
6 is provided with a P & B valve 120 for adjusting the brake hydraulic pressure of the rear system so that an appropriate braking force is distributed between the front and rear wheels. This P & B valve 120 stops pressure regulation of the rear system when the front system is lost. The rear master pressure pipe 166 is provided with a pressure sensor 165 as master pressure detection means 22 for detecting the hydraulic pressure of the pipe.

A pressure increasing device 122 for increasing the front wheel cylinder oil pressure to secure a high braking force when the oil pressure of the power supply system is reduced is provided in the front master pressure pipe 164 extending from the P & B valve 120. Is provided. A booster pipe 168 connected to a booster chamber of the brake booster 116 is connected to the pressure intensifier 122.
8 and a pressure intensifier 122, a pressure limiter 124
And a differential pressure switch 126 is interposed.

The pressure limiter 124 closes the path to the booster chamber so as not to operate the pressure intensifier 122 and the differential pressure switch 126 when the system is in normal operation and the input beyond the assisting force limit of the brake booster 116 is applied. The differential pressure switch 126 detects a hydraulic pressure difference between the master cylinder 114 and the booster chamber. The pressure intensifier 1
A pressure sensor 12 serving as a master pressure detecting means 22 shown in FIG.
3 are provided.

A high-pressure pipe 167 extends from the accumulator 108 to supply a high oil pressure accumulated regardless of the depression force on the brake pedal 118.

High pressure pipe 167 and booster pipe 168
Are connected to switching solenoid valves 128 and 129 (hereinafter, referred to as “valve STR1” and “valve STR2”) for switching any one of the two high-pressure pipes.

A pressure increasing valve 134a of a control solenoid valve 134 for the left front wheel is connected to one pipe on the pressure supply side of the valve STR1. The control solenoid valve 134 is connected to a control solenoid valve 135 (hereinafter, the control solenoid valves 134 and 135 are collectively referred to as a “valve SFL”). The control solenoid valve 135 has a pressure reducing valve 135 b connected to the control solenoid valve 135.
A low-pressure pipe 162 extending directly from the reservoir 100 is connected.

A pressure increasing valve 132a of a control solenoid valve 132 for the right front wheel is connected to one pipe on the pressure supply side of the valve STR2. The control solenoid valve 132 is connected to a control solenoid valve 133 (hereinafter, the control solenoid valves 132 and 133 are collectively referred to as “valve SFR”). The control solenoid valve 133 has a pressure reducing valve 133 b connected to the control solenoid valve 133.
A low-pressure pipe 162 extending directly from the reservoir 100 is connected.

A switching solenoid valve 136 (hereinafter, “valve SA1”) and a switching solenoid valve 138 (hereinafter, “valve SA2”) are connected to the piping on the pressure supply side of the valve SFR and the valve SFL, respectively. The pressure increasing pipe of the pressure increasing device 122 is further connected to the valve SA1 and the valve SA2. And
The pipe on the pressure supply side of the valve SA1 is connected to the front wheel cylinder 150, and the valve SA2 is
It is connected to the front wheel cylinder 151.

In the normal brake mode, the valves SA1 and SA2 are opened so that the pressure from the pressure intensifier 122 is applied to the front wheel cylinders 150 and 151, respectively, and in the ABS mode, the valve SF is opened.
The valves are closed such that pressure from R and valve SFL is applied to front wheel cylinders 150 and 151, respectively. That is, in the front wheels, the normal brake mode and the ABS
Switching between the modes can be performed independently for each of the left and right wheels.

In the valve SFL and the valve SFR in the ABS mode, the pressure increasing valves 134a and 132a are respectively provided.
Is opened and the pressure reducing valves 135b and 133b are closed to apply the high oil pressure of the high pressure pipe 167 and the booster pipe 168 supplied from the valve STR1 and the valve STR2, respectively, to the front wheel cylinder 150, 1
51. In addition, each pressure-increasing side valve 13
4a and 132a are closed, and the pressure reducing valves 135b and 133 are closed.
By opening b, the low oil pressure of the low pressure pipe 162 is supplied to the front wheel cylinders 150 and 151, respectively.

Further, switching solenoid valves 130 and 131 (hereinafter, referred to as “valve SA3” and “valve S”) are connected to the rear master pressure pipe 166 extending from the P & B valve 120.
A4 ”).

The valve SA3 further includes a valve STR2.
Is connected to a pipe on the pressure supply side of the valve SA3, and a control solenoid valve 14 for the left rear wheel is provided.
The second pressure increasing valve 142a is connected. And
The control solenoid valve 142 includes a control solenoid valve 143 (hereinafter, control solenoid valves 142, 143).
Are collectively referred to as a “valve SRL”), and the pressure reducing valve 1 of the control solenoid valve 143 is connected to the control solenoid valve 143.
A low-pressure pipe 162 extending directly from the reservoir 100 is connected to 43b.

The valve SA4 further includes a valve STR1.
Of the valve SA4 is connected to a control solenoid valve 14 for the right rear wheel.
The pressure-increasing side valve 140a of 0 is connected. And
The control solenoid valve 140 includes a control solenoid valve 141 (hereinafter, control solenoid valves 140, 141).
Are collectively referred to as “valve SRR”), and the pressure reducing valve 1 of the control solenoid valve 141 is connected to
A low-pressure pipe 162 extending directly from the reservoir 100 is connected to 41b.

In the normal brake mode, the valves SA3 and SA4 are opened so that the master pressure from the rear master pressure pipe 166 is applied to the valves SRL and SRR, respectively.
The high oil pressure from TR1 and valve STR2 is applied to valve SR
L, close the valve so as to engage the valve SRR. That is, switching between the normal brake mode and the ABS mode can be performed independently for each of the left and right wheels also for the rear wheels.

Valve SFL and valve S in ABS mode
In the FR, the valve SRL, and the valve SRR, the pressure increasing valves 134a, 132a, 142a, and 140a are opened, and the pressure reducing valves 135b, 133b, 143b, and 14 are opened.
By closing 1b, the high oil pressure of either the high pressure pipe 167 or the booster pipe 168 supplied from the valve STR1 or the valve STR2 is independently supplied to the front wheel cylinders 150, 151, 152, 153 (pressure increase mode). Further, by closing the pressure-increasing valves 134a, 132a, 142a, and 140a and opening the pressure-reducing valves 135b, 133b, 143b, and 141b, the low oil pressure in the low-pressure pipe 162 is independent of the front wheel cylinders 150, 151, 152, and 153. (Decompression mode). The hydraulic pressure applied to each wheel cylinder is held by simultaneously closing the pressure-increasing side valve and the pressure-reducing side valve (holding mode).

By adjusting the ratio between the pressure increasing time and the pressure reducing time of the hydraulic pressure applied to each wheel cylinder in this manner, the braking force applied to the brake discs 154, 155, 156, 157 sandwiched between the wheel cylinders Can be controlled individually.

Further, in the brake hydraulic circuit of FIG. 4, the valve STR determines whether to select the high oil pressure of the booster pipe 168 corresponding to the treading force of the driver or the high oil pressure of the accumulator 108 irrespective of the treading force of the driver.
1. By opening and closing the valve STR2, switching can be performed for each diagonal wheel of the left front wheel-right rear wheel and the right front wheel-left rear wheel.

The ABS actuator 20 shown in FIG.
Are the switching solenoid valves SA1, SA2,
SA3, STR and control solenoid valve SRL, SR
R, SFL, and SFR. The switching solenoid valve is connected to the valve switching unit 44 in FIG. 3, and the control solenoid valve is connected to the pressure increasing / decreasing command unit 46. Are switched respectively.

Next, the operation of the first embodiment will be described. In the following description, it is assumed that the vehicle makes a left turn as shown in FIG. That is, the turning inside front wheel, turning outside front wheel,
The turning inner rear wheel and the turning outer rear wheel are the first wheel and the second wheel, respectively.
A wheel, a third wheel, and a fourth wheel. In the case of a right turn, the inner front wheel, the outer front wheel, the inner rear wheel, and the outer rear wheel can be applied in exactly the same way as the second, first, fourth, and third wheels, respectively. .

The steering direction determination unit 32 in FIG. 3 determines the turning direction of the vehicle based on the steering angle δ detected by the steering angle sensor 18, and the yaw moment calculation unit 12 in FIG. 1 stabilizes the vehicle. calculating a yaw moment Y _M for causing. Then, the valve switching unit 44 switches the switching solenoid valve according to the determined turning direction of the vehicle.

That is, by closing the valves SA1 and SA4 and opening the valve STR1 in FIG. 4, the valve SFL for controlling the inner front wheel (first wheel) and the valve SRR for controlling the outer rear wheel (fourth wheel) are controlled. The booster pipe 168 that supplies the master pressure depending on the treading force is connected to the pipe on the high-pressure side. Thus, the turning inner front wheel (first wheel) and the turning outer rear wheel (fourth wheel) are connected between the master pressure and the low pressure source (reservoir 10).
0) can be performed with the ABS control.

By closing the valves SA2 and SA3 in FIG. 4 and closing the valve STR2, the outer front wheel (the second
SFR and the inner rear wheel (third wheel)
Is connected to the high pressure side pipe of the valve SRL for controlling the hydraulic pressure of the accumulator 108 irrespective of the pedaling force. As a result, the turning outer front wheel (second
ABS control can be performed between the high-pressure source and the low-pressure source for the rear wheel (third wheel) and the inner rear wheel (third wheel).

For the inside turning front wheel (first wheel) and the outside turning rear wheel (fourth wheel), the ABS control means 10 applies the small gain g _d estimated by the small gain estimating means 16 to the reference value g.
When it becomes equal to or less than _s , the minute gain tracking control is performed.

In this minute gain follow-up control, first, FIG.
Of the micro excitation command part 48 is the valve SFL and the valve SRR
Giving small excitation command P _v is minutely exciting the braking force acting on the wheel, fine gain estimation means 16 in FIG. 1 estimates the fine gain g _d. ABS control means 10, the error calculator 52 calculates the deviation g _d -g _s, the deviation calculates the braking force command as a 0 by the PI controller 54,
By removing the positive calculates the reduced braking force command P _r by a positive value removing unit 56. Then, the calculated reduction braking force command P _r in terms of the pressure increase, pressure reduction time of the control solenoid valve by pressure increase, pressure reduction time calculation unit 42, pressure increase, pressure reduction pressure increase-decompression time that is calculated by the instruction unit 46 The valve SFL and the valve SRR are controlled according to. That is, when the minute gain g _d is equal to or less than the reference value g _s, it is considered that the peak μ has been exceeded, and the average brake acting on the inner front wheel (first wheel) and the outer rear wheel (fourth wheel) is determined. Reduce power. As a result, the front inner wheel (1st
Locking of the rear wheel (4th wheel) and the outside rear wheel (4th wheel).

The turning outer front wheel (second wheel) and the turning inner rear wheel (second wheel)
For three wheels), the ABS control means 10
Y_MIs performed to achieve stabilization control. This stabilization
In the control, first, the target braking force calculation unit 30 in FIG.
Of the inner front wheel (first wheel) estimated by the force estimating unit 36
Estimated braking force F_b1And estimated braking force of the rear wheel outside the turn (4th wheel)
F_b4Is the reference braking force, and the deviation from this reference braking force is
Is the yaw moment Y _MTurning outside front wheel to realize
(Second wheel) target braking force F_b20And the turning rear wheel (third
Wheel) target braking force F_b30The anti-spin and anti-spin
Perform each lift according to the following equations (1) to (4).
Calculate.

[0058] In the following formulas, but it is assumed that the left turn as shown in FIG. 2, when the left turn, the direction that coincides with the turning direction is the positive direction of the yaw moment Y _M, therefore,
If in the same direction as the turning direction is added yaw moment Y _M (Y _M> 0) is at the anti-drift, if the turning direction opposite to the direction added yaw moment Y _M (Y _M <0) corresponds to the time of anti-spin. In the following equation, the interval between the front two wheels is _Tf , and the interval between the rear two wheels is _Tr (see FIG. 2).

(Equation 1)

(Equation 2) When the target braking force is calculated as in equations (1) to (4), AB
The S control means 10 calculates the estimated braking force F
A deviation between _b2 and the target braking force _Fb20 and a deviation between the estimated braking force _Fb3 and the target braking force _Fb30 are respectively calculated, and a braking force command is calculated by the PI controller 38 so as to make the deviation equal to zero. . Then, the calculated braking force command is converted into a pressure increasing / decreasing time of the control solenoid valve by the pressure increasing / decreasing time calculating section 42, and the pressure increasing / decreasing time is calculated by the pressure increasing / decreasing command section 46. Controls the valve SFR and the valve SRL.

Here, the minute excitation command section 48 also starts minute excitation of the outer front turning wheel (second wheel) and the inner rear turning wheel (third wheel) from the time when the depression force of the brake pedal is detected. Then, the deviation of the turning outer front wheel in which each micro-gain g _d which are estimated among post (second wheel) and the slewing ring (third wheel) becomes reference gain g _s or less, the fine gain and reference gain Is fed back to calculate the pressure increasing / decreasing time to perform the fine gain tracking control. In this case, the minute gain tracking control is performed between the high voltage source and the low voltage source.

Rear wheel inside turn (third wheel) during anti-drift
Is switched to the small gain follow-up control, the target braking force calculation unit 30 in FIG. 3 corrects the target braking force _Fb20 of the front outside wheel (second wheel) according to the following equation (5).

(Equation 3)

At the time of anti-spin, the outside front wheel (second wheel) turns
When switching to the small gain tracking control, the target of FIG.
The braking force calculation unit 30 performs target braking of the rear wheel (third wheel) in turning.
Force F _b30Is corrected according to the following equation (6).

(Equation 4)

When the brake pedal is not depressed and the brake pedal is not depressed, the inner front wheel (first wheel) and the outer rear wheel (fourth wheel) are not braked, so that _Fb1 = _Fb4 = 0, and the vehicle turns. The target braking force of the outer front wheel (second wheel) and the turning inner rear wheel (third wheel) is simplified as in the following equations (7) to (10).

At the time of anti-drift (Y _M >0); F _b20 = 0 (7) At the time of anti-spin (Y _M <0); F _b30 = 0 (10) In the above equations (1) to (10), the case of turning left is dealt with, but the same calculation method is applied to the case of turning right. Not even.

As described above, in the traveling stabilizing device according to the embodiment of the present invention, the switching between the master pressure and the high pressure source corresponding to the treading force of the driver is performed for each of two diagonal wheels. And the wheel using the hydraulic pressure source as the high pressure source are mixed. As a result, while achieving fine brake braking corresponding to the master pressure,
Even when the driver's pedaling force is small, a sufficient yaw moment for suppressing spin and drift can be obtained by braking the wheels having the high-pressure hydraulic sources arranged diagonally.

At the time of limiting braking at which the wheels lock, the target braking force follow-up control performed for stabilizing the running of the wheels having the high-pressure hydraulic power source is switched to the minute gain follow-up control, and the switching is performed. By correcting the target braking force of the wheel on the diagonal line of the wheel, it is possible to prevent the wheel from being locked and to suppress the spin and the drift.

Further, since the control logic such as switching between the small gain follow-up control and the target braking force follow-up control operates continuously, the driver does not feel uncomfortable.

In the first embodiment, the method of calculating the yaw moment by the yaw moment calculating unit 12 is not particularly limited, and any method can be used as long as the yaw moment required to prevent spin and drift can be calculated. There may be.

(Second Embodiment) Next, a second embodiment of the traveling stabilization device of the present invention will be described with reference to FIGS. The second embodiment shows a detailed configuration and a calculation method of the yaw moment calculation unit 12 in FIG. 1 according to the first embodiment, and other configurations are the same as those of the first embodiment. Therefore, detailed description is omitted.

FIG. 4 shows a detailed configuration of the yaw moment calculating unit 12. The yaw moment calculating unit 12
A vehicle speed sensor 59 for detecting the speed vx of the vehicle, an actual state quantity detecting means 64 for detecting the lateral speed and the yaw angular velocity as actual state quantities of the actual turning motion of the vehicle as actual state quantities;
a target state amount calculating means 60 for calculating a target state amount corresponding to a lateral speed and a yaw angular speed which are desired state states of the turning motion of the vehicle based on x and the steering amount δ of the vehicle, and the target state amount and the actual state amount. and a feedback amount calculation means 62 for calculating a yaw moment Y _M to be added to the vehicle so as to prevent deviation and the spin of the vehicle based on the vehicle speed.

The actual state quantity detecting means 64 is provided with the lateral speed sensor 6.
6 and a yaw angle sensor 68. In the present embodiment, a non-contact type speed meter is used as the lateral speed sensor 66. The lateral speed sensor 66 detects the lateral speed, converts the detected lateral speed into an electric signal, and converts the converted electric signal into the lateral speed. Output as a signal vy. The lateral velocity signal vy outputted from the lateral velocity sensor 66 is combined with the target lateral velocity vy0 outputted from the target state quantity computing means 60 in the combining means 70 and outputted to the feedback amount computing means 62.

The yaw angular velocity sensor 68 is attached to the position of the center of gravity of the vehicle, detects the yaw angular velocity at the position of the center of gravity of the vehicle, and outputs a value corresponding to the detected yaw angular velocity as a yaw angular velocity signal γ. The yaw angular velocity signal γ outputted from the yaw angular velocity sensor 68 is combined with the target yaw angular velocity signal γ0 outputted from the target state quantity computing means 60 in the combining means 72 and outputted to the feedback amount computing means 62.

The target state quantity calculating means 60, the synthesizing means 70,
72 and the feedback amount calculating means 62 are constituted by a digital computer. In this digital computer, the steering wheel operation amount δ, the vehicle speed vx, the lateral speed vy and the yaw angular speed γ as the actual state amounts are input, and the feedback amount Y _M which is the yaw moment generated by the braking force distribution of each wheel is obtained. It is output to the ABS control means 10 (from the feedback amount calculation means 62).

The contents of the calculations in the target state quantity calculating means 60 to the feedback quantity calculating means 62 constituted by the digital computer will be described. In the following description, the time derivative of the function x is represented by x ', and the transpose of the matrix A is represented by ^AT .

The vehicle motion using the lateral velocity vy and the yaw angular velocity γ as state quantities can be described by the following state equation.

X ′ = A (vx) · x + B1 · Δ · z + Bf · δ + B2 · Y _M (11) z = C (vx) · x + Df · δ where A (vx) = [al a2] B1 = [B1 b2] B2 = [0 1 / Iz] ^T Bf = [cf / maf · cf / Iz] ^T C (vx) = [cl c2] Df = [Wf 0] ^T x = [vy γ] ^T Further, a1 = [all a21] ^T a2 = [al2 a22] ^T a11 = − (cf + cr) / (m · vx) a21 = − (af · cf−ar · cr) / (Iz · vx) a12 = − ( af · cf-ar · cr) / (m · vx) a22 = -vx- (af 2 · cf-ar 2 · cr) / (I
z · vx) b1 = [cf / m af · cf / Iz] ^T b2 = [cr / m−ar · cr / Iz] ^T c1 = [Wf / vx Wr / vx] ^T c2 = [Wf · af / vx −Wr · ar / vx] ^T where af, ar: distance between the axle of the front and rear wheels and the center of gravity Iz: yaw moment of inertia m: vehicle mass Y _M : yaw moment z: weighted front and rear wheel slip angle.

The target state quantity calculating means 60 calculates the steering amount signal δ
Based on the vehicle speed signal vx, the target lateral speed vy0 and the target yaw angular speed γ0, which are the vehicle motion state quantities that the driver can most easily operate, are output as the target state quantity signal x0. Here, a linear model represented by the following equation (12) on a high μ road is considered as such dynamic characteristics of the vehicle behavior.

X0 ′ = A0 (vx) · x0 + Bf0 · δ (12) where A0 (vx) = [a10 a20], Bf0 = [cf0 / m af · cf0 / Iz] ^T x0 = [vy0 γ0] ^T Further, a10 = [a110 a210] ^T a20 = [a120 a220] ^T a110 =-(cfo + cr0) / (m · vx) a210 =-(af · cf0-ar · cr0) / (Iz · v)
x) a120 = - (af · cf0-ar · cr0) / (m · vx) a220 = -vx- (af 2 · cf0-ar 2 · cr0) / (Iz
Vx) where cf0 and cr0 are the cornering stiffness of the linear model.

The feedback amount calculating means 62 optimizes the behavior of the vehicle with respect to the steering wheel amount within the range where the vehicle does not fall into a spin, based on the deviation between the actual state amount x and the target state amount x0. calculating a yaw moment caused by the proportion of the braking force for follow the actual state quantity x so as to improve the stability against disturbance to the target state quantity x0 as a feedback quantity Y _M.

The calculation algorithm in the target state quantity calculation means 60 and the feedback quantity calculation means 62 can be designed using a model of the control system shown in FIG. That is, in the present embodiment, as shown in FIG. 8, a block P0 (vx) corresponding to the target state quantity calculating means 40 and a block P (v
x), blocks Δf and Δr representing fluctuations, and state feedback gain K corresponding to feedback amount calculating means 5
(Vx). That is, a change in the cornering force of the front and rear wheels due to a change in the cornering stiffness of the front and rear wheels is equivalently regarded as a change in the front and rear wheel steering angle according to the slip angle of the front and rear wheels, and the blocks Δf and Δr representing the change are separated. The system is assumed.

In the control system shown in FIG. 8, the above-mentioned arithmetic algorithm calculates any variation Δf, Δf
The closed loop system including r is designed to be stable.

Here, the control system block P shown in FIG.
(Vx) represents the above equation (11). The steering wheel steering amount δ, the equivalent front and rear wheel steering angle change w (Δf, Δr), and the yaw moment Y _M generated by the distribution of the braking force are input. Is a mathematical model expressing the motion of the vehicle including as parameters the actual state quantity x of the vehicle including the lateral speed vy and the yaw angular speed γ, and the vehicle speed vx that outputs the weighted front and rear wheel slip angles z. Block P0 (vx)
Represents the above equation (12), and the target of the vehicle including the vehicle speed vx as a parameter, which inputs the steering wheel operation amount δ and outputs the target lateral speed vy0 and the target yaw angular speed γ0 which are the target state amount x0 of the vehicle. It is a mathematical model expressing movement.

The discussion of the stability of the control system shown in FIG. 8 is equivalent to the discussion of the stability of the control system not including the steering wheel steering amount δ and the target state quantity shown in FIG. For this reason, a controller is designed using the control system shown in FIG. In this case, it is assumed in FIG. 8 that the steering wheel steering amount is zero.

Here, in the control system shown in FIG. 9, in order for the closed loop system including the arbitrary fluctuations .DELTA.f and .DELTA.r having an absolute value of 1 or less to be stable, the front and rear wheels standardized from the front and rear wheel steering angle change w are required. It is known as a small gain theorem that the control system should be configured so that the structured singular value up to the slip angle z is less than 1. Here, the vehicle speed v to be considered
v1 ≦ vx ≦ v2 is set as the region of x, and no matter how the vehicle speed vx changes within this region, the structuring from the front and rear wheel steering angle change w to the standardized front and rear wheel slip angle z is always performed. A control system is designed so that the singular value is less than 1.

First, θ1 = v1 (v2−vx) / {vx (v2−v1)} θ2 = (vx−v1) / (v2−v1) θ3 = 1−θ1−θ2, A (vx) = Θ1 · A1 + θ2 · A2 + θ3 · A3 (13) C (vx) = θ1 · C1 + θ2 · C2 + θ3 · C3 (14) where A1 = [a101 a201], C1 = [c101 c201] A2 = [ a102 a202], C2 = [c102 c202] A3 = [a103 a203], C3 = [c103 c203] Further, a101 = [a1101 a2101] ^T , a201 = [a1201]
a2201] ^T a102 = [a1102 a2102] ^T , a202 = [a1202
a2202] ^T a103 = [a1103 a2103] ^T , a201 = [a1203
a2203] ^T a1101 = − (cf + cr) / (m · vl) a2101 = − (af · cf−ar · cr) / (Iz · v)
1) a1201 = - (af · cf-ar · cr) / (m · v1) a2201 = -v1- (af 2 · cf-ar 2 · cr) /
(Iz · v1) a1102 = − (cf + cr) / (m · v2) a2102 = − (af · cf−ar · cr) / (Iz · v)
2) a1202 = - (af · cf-ar · cr) / (m · v2) a2202 = -v2- (af 2 · cf-ar 2 · cr) /
(Iz · v2) a1103 = − (cf + cr) / (m · v2) a2103 = − (af · cf−ar · cr) / (Iz · v)
2) a1203 = - (af · cf-ar · cr) / (m · v2) a2203 = -v1- (af 2 · cf-ar 2 · cr) /
(Iz · v2) c101 = [Wf / v1 Wr / v1] ^T c201 = [Wf · af / v1 -Wr · ar / v1] ^T c102 = [Wf / v2 Wr / v2] ^T c202 = [Wf · af / v2-Wr · ar / v2] ^T c103 = [Wf / v2 Wr / v2] ^T c203 = [Wf · af / v2-Wr · ar / v2] ^{T It} can be expressed as an LPV (Linear Parameter Varying) system. The description of such a system makes it possible to apply the gain scheduling H∞ control theory, so that it is possible to design a controller adapted to the vehicle speed. Here, arbitrary θ1, θ2, θ3 (however, θ1
> 0, θ2> 0, θ3> 0, θ1 + θ2 + θ3 = 1) and the LMI is a state feedback control law expressed in the form of the following equation in which the constant scaling H∞ norm is less than 1.
(Linear Matrix Inequarity).

Y _M = (θ1 · K1 + θ2 · K2 + θ3 · K3) · (x−x0) (15) When this control law is used, when the vehicle speed changes arbitrarily within the range of v1 ≦ vx ≦ v2 Also, the vehicle motion can be stabilized. By the way, θ1, θ2, θ3
Is a function of the vehicle speed vx, and the control law of the above equation (15) is configured to continuously change the gain according to the vehicle speed.

Next, the operation of the second embodiment will be described. First, the outputs of the steering angle sensor 18, the vehicle speed sensor 59, the lateral speed sensor 66, and the yaw angular speed sensor 68 are calculated by the target state amount calculation means 60 and the feedback amount calculation. The data is input to a digital computer constituting the means 62.

In this digital computer, first,
The target lateral amount vy0 and the target yaw angular speed γ0, which are the target vehicle state amounts, are calculated by the target state amount calculating means 60 in accordance with the recurrence formula obtained by discretizing the expression (12).

The target state quantity is in accordance with the dynamic characteristics of the vehicle model when traveling at a constant vehicle speed on a high μ road having a sufficient tire force characteristic. When there is no disturbance from the external environment such as a crosswind disturbance, the actual state quantity matches the target state quantity.

Next, in the feedback amount calculating means 62, the yaw moment necessary for asymptotically reducing the deviation between the target state amount and the actual measured value of the actual state amount caused by the fluctuation of the road surface condition, the load movement, the cross wind disturbance and the like to zero. based which is the correction amount feedback amount signal Y _M to a deviation of the vehicle speed vx and real state quantity and the target state quantity is computed according to (15).
This feedback amount signal Y _M, may in some cases include disturbances even if within the physically possible range to follow the dynamic characteristic of the vehicle state to a target dynamic characteristic. here,
The feedback amount is used to compensate for the stability of the system even when the slope of the cornering force of the front and rear wheels changes due to a large change in vehicle speed and the load is moved, or in a region where the slope of the cornering force of the rear wheel exceeds the negative limit. Arithmetic means 62 is designed.

[0090] Next, in the ABS control unit 10, performs fine gain tracking control for turning off the rear wheel and the turning inside front wheel, the target braking force of the orbiting outer front wheel and the turning inside rear wheel based on the feedback amount signal Y _M calculated, the estimated braking force feedback deviation so as to follow to the target braking force, and calculates the pressure increase-decompression time to generate a yaw moment Y _M and.

As described above, the traveling stabilizing device of the second embodiment can be used even under more severe traveling conditions such as acceleration / deceleration and a negative rear wheel cornering force, which cannot be compensated by the prior art. Spin and drift prevention can be achieved without impairing the steering performance.

The embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments. For example, A
Although the example of the small gain follow-up control has been described as the BS control, the yaw moment realizing means according to the embodiment of the present invention is used together with the yaw moment to determine whether or not the wheel is in a state immediately before locking from the wheel speed or the like. It is also possible to apply ABS control.

As a method of estimating the braking force by the braking force estimating unit 36 in FIG. 3, a method of calculating based on the master pressure or the hydraulic pressure of the high-pressure source and the pressure increase / decrease time of the control solenoid valve has been described. The present invention is not limited to this method. For example, the braking force may be estimated from the wheel speed or the like.

[0094]

As described above, according to the first aspect of the present invention, when the vehicle is turning, the brake hydraulic sources for the front outer wheel and the rear inner wheel, which are arranged diagonally, generate a hydraulic pressure corresponding to the pedaling force. The master pressure source is switched from the master pressure source to the high pressure source that generates high oil pressure that does not correspond to the treading force. As a hydraulic power source, fine braking corresponding to the treading force is obtained, and even when the treading force is small, sufficient yaw to suppress spin and drift by braking the outside front wheel and inside rear wheel switched to the high pressure source. The effect that a moment can be obtained is obtained.

According to the second aspect of the present invention, the braking force of each wheel is controlled by the anti-lock means so that each wheel does not fall into the locked state. When either of the wheels is controlled by the anti-lock means, the correcting means calculates the yaw moment calculated by the yaw moment calculating means to calculate the target braking force of any one of the outer turning front wheel and the inner turning rear wheel which is not subjected to the anti-lock brake control. Since the moment is realized based on the braking force estimated on the other three wheels, the correction is made so that the locking of the wheels is prevented, and the spin and drift are suppressed to stabilize the running of the vehicle. The effect is that it can be achieved.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of the present invention.

FIG. 2 is a diagram showing a schematic configuration of a brake hydraulic circuit of the present invention.

FIG. 3 is a diagram illustrating a detailed configuration of an ABS control unit according to the first embodiment of the present invention.

FIG. 4 is a diagram showing a detailed configuration of a brake hydraulic circuit according to the present invention.

FIG. 5 is a block diagram illustrating a detailed configuration of a small gain estimating unit according to the first embodiment.

FIG. 6 is a diagram illustrating a relationship between a resonance frequency and a minute gain for explaining the principle of the minute gain tracking control.

FIG. 7 is a block diagram illustrating a detailed configuration of a yaw moment calculating unit according to a traveling stabilization device according to a second embodiment of the present invention.

FIG. 8 is a block diagram illustrating a configuration of a control system of a yaw moment calculation unit according to a second embodiment.

9 is a block diagram showing a configuration of a control system equivalent in design to the feedback amount calculating means in FIG. 8;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ABS control means 12 Yaw moment calculation part 14 Wheel speed detection means 16 Micro gain estimation means 20 ABS actuator 99 Brake hydraulic circuit

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Hiroyuki Yamaguchi 41-Cho, Yokomichi, Nagakute-cho, Aichi-gun, Aichi Prefecture Inside Toyota Central R & D Laboratories Co., Ltd. 41 Toyota Central Research Institute, Inc. (72) Inventor Satoshi Sugai 41 Toyota Central Research Institute, Inc.

Claims (2)

[Claims] The present invention is applied to a vehicle in which either one of a master pressure source for generating a hydraulic pressure corresponding to a treading force and a brake hydraulic source for generating a high hydraulic pressure not corresponding to a treading force can be switched for every two diagonal wheels. A yaw moment calculating means for calculating a yaw moment to be applied to the vehicle in order to avoid at least one of the drift state and the spin state, and a braking force acting on each wheel is estimated for each wheel. Braking force estimating means for performing the yaw moment calculated by the yaw moment calculating means based on the estimated braking force of the inner turning front wheel and the outer turning rear wheel during turning of the vehicle. A target braking force calculating means for calculating a target braking force for the rear wheel; and a master pressure for the brake hydraulic sources for the front outer wheel and the rear inner wheel during turning. To the high pressure source, and turn so that the estimated braking forces of the front outside turning wheel and the rear inside turning wheel coincide with the target braking forces of the front outside turning wheel and the rear inside turning wheel calculated by the target braking force calculating means. A stabilization control means for controlling a braking force acting on an outer front wheel and a turning inner rear wheel. 2. A vehicle in which either one of a master pressure source that generates a hydraulic pressure corresponding to a treading force and a high-pressure source that generates a high hydraulic pressure that does not correspond to a treading force is applied to a vehicle capable of switching every two wheels on a diagonal line. A yaw moment calculating means for calculating a yaw moment to be applied to the vehicle in order to avoid at least one of the drift state and the spin state, and to each of the wheels so as not to fall into the locked state. Anti-lock means for controlling the acting braking force; braking force estimating means for estimating the braking force acting on each wheel for each wheel; estimated braking forces of the front inner wheel and the rear outer wheel during turning of the vehicle And calculating the target braking force of the outer front wheel and the inner rear wheel for realizing the yaw moment calculated by the yaw moment calculating means based on A target braking force calculating means for calculating the target braking force of the turning outer front wheel when the turning inner rear wheel is controlled by the anti-lock means during anti-drift when the vehicle turning direction matches the direction of the yaw moment; First correcting means for correcting the yaw moment to be realized based on the estimated braking forces of the inner rear wheel and the outer rear wheel, and the vehicle turning direction is opposite to the direction of the yaw moment. When the turning outer front wheel is controlled by the anti-lock means during an anti-spin, the target braking force of the turning inner rear wheel is determined based on the estimated braking force of the turning inner front wheel, the turning outer front wheel, and the turning outer rear wheel. Correction means having at least one of second correction means for correcting the yaw moment to achieve the above-mentioned yaw moment; The source is switched from the master pressure source to the high-pressure source, and the braking force estimated on at least one of the turning outer front wheel and the turning inner rear wheel that is not controlled by the anti-lock means is calculated by the target braking force calculating means. And a stabilization control means for controlling a braking force acting on the wheel so as to match a target braking force of the wheel corrected by the calculation or the correction means.