JPH1054264A - Vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle controller optimum for stabilizing the behavior of a vehicle at the time of turning the vehicle. SOLUTION: This device is a throttle control circuit which controls the throttle valve of an engine mounted on a vehicle according to an accelerator opening. When lateral acceleration G at the time of turning a vehicle exceeds the first high level determination value GH1 (S120:YES), and a basic throttle opening θB is smaller than a prescribed reference value θref and engine output is small (S190:YES), engine output increase amount ΔTE1 is obtained based on the lateral acceleration G, a throttle opening correction amount Δθ1 necessary for achieving the output increase amount ΔTE1 is calculated (S170, S180), and the throttle opening correction amount Δθ1 is added to the basic throttle opening θB, which is taken as a target throttle opening θT of the throttle valve (S200). Therefore, the engine output is increased by the output increase amount ΔTE1, thus it is possible to prevent the lateral force of a driving wheel from reducing and stabilize the behavior of the vehicle.

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 for securing stability during turning of a vehicle.

[0002]

2. Description of the Related Art Generally, when a vehicle turns, as shown in FIG. 7, a slip angle α (side slip angle) is generated in a traveling direction of a wheel, and a rolling resistance Fx and a lateral force are applied to a tire as a wheel. Fy (hereinafter referred to as lateral force) is generated. Then, as shown in FIG. 8, the lateral force Fy of the wheel increases as the force (braking force) applied to the wheel in the deceleration direction increases.
Also, as the force in the acceleration direction (driving force) applied to the wheel increases, the force decreases.

Therefore, for example, when a brake operation is performed during turning of the vehicle (so-called turning braking), the lateral force Fy of the wheels tends to decrease, and the vehicle tends to spin.
Therefore, as a technique for preventing such a spin tendency at the time of turning braking, for example, Japanese Patent Application Laid-Open No. 1-178060 discloses an electromagnetic valve for controlling the hydraulic pressure of the brake fluid in the middle of the brake fluid passage. When the vehicle detects that the vehicle is in the turning braking state, the solenoid valve is driven to keep the brake fluid pressure of the wheel on the inner side of the turning center reduced, thereby providing the braking force applied to the wheel. Is disclosed in which the lateral force Fy of the wheel is increased by decreasing the lateral force Fy.

[0004]

However, the technique disclosed in the above publication increases the lateral force Fy of the wheels by driving an electromagnetic valve provided in the brake fluid passage. At the time of gentle braking in which the state continues for a long time, the solenoid valve is continuously energized, and the performance of the solenoid valve may be deteriorated, or the coils of the solenoid valve may be welded due to heat generation. There is a limit to improving the performance.

On the other hand, as shown in FIG. 9, the rolling resistance Fx of the wheel increases in accordance with the slip angle α. However, when the rolling resistance Fx increases in this way, the braking force applied to the wheel increases. Same thing, lateral force Fy of the wheel
Becomes smaller. Therefore, during normal traveling in which the brake operation is not performed, for example, as shown in FIG. 8, the driving force transmitted from the power system including the engine and the transmission to the wheels (specifically, the driving wheels) is relatively small. In the case of the value K1, when the degree of the turning state of the vehicle becomes steep (slip angle α becomes large) and the rolling resistance Fx becomes large, the driving force K1 of the wheel becomes the rolling resistance Fx as indicated by an arrow J1.
As a result, the lateral force Fy decreases by １Fy1, and as a result, the behavior of the vehicle during turning traveling becomes unstable.

However, the technique disclosed in the above publication reduces the brake fluid pressure of the wheels and increases the lateral force Fy of the wheels, so that the normal turning travel without the braking operation as described above is performed. Sometimes, the behavior of the vehicle could not be stabilized. The present invention has been made in view of such a problem, and an object of the present invention is to provide a vehicle control device suitable for stabilizing a behavior of a vehicle when turning.

[0007]

Means for Solving the Problems and Effects of the Invention In the vehicle control apparatus according to the first aspect of the present invention, the turning state detecting means detects the turning state of the vehicle and drives the vehicle. When the turning state detected by the turning state detecting means exceeds a predetermined degree,
The driving force transmitted from the power system of the vehicle to the driving wheels of the vehicle is increased by a predetermined amount.

Here, the turning state is the degree of turning when the vehicle is turning. Then, the turning state detecting means may be, for example, at least one of lateral acceleration of the vehicle, left and right wheel speeds of the vehicle, and a steering angle of the vehicle (operating angle of the steering wheel). The vehicle may be configured to detect a turning state of the vehicle based on the information.

The power system of the vehicle is a portion including an engine and a transmission for transmitting driving force to driving wheels of the vehicle, and the driving force increasing means changes a speed ratio of the transmission. To increase the driving force transmitted to the driving wheels,
Alternatively, the driving force transmitted to the driving wheels can be increased by increasing the output of the engine, as described in claim 8.

According to such a vehicle control device of the present invention, when the turning state of the vehicle exceeds a predetermined degree during the turning braking of the vehicle, the driving force transmitted from the power system of the vehicle to the driving wheels becomes a predetermined amount. Therefore, as shown by the arrow J2 in FIG. 8, the force applied to the drive wheel in the deceleration direction is reduced, and accordingly (see ΔFy2 in FIG. 8), the lateral force Fy of the drive wheel is reduced.
Increase. Therefore, the vehicle behavior at the time of turning braking can be stabilized.

[0011] Also, even during turning while no braking force is applied to the wheels, if the turning state exceeds a predetermined degree,
Since the driving force transmitted from the power system to the driving wheels is increased by a predetermined amount, the driving force of the wheels loses the rolling resistance Fx and the lateral force Fy decreases as shown by the arrow J1 in FIG. Can be prevented, and as a result, the vehicle behavior during normal turning traveling can be stabilized.

As described above, according to the vehicle control device of the present invention, the behavior of the vehicle at the time of turning can be reliably stabilized, and the electromagnetic valve provided in the brake fluid passage as in the above-described conventional device can be provided. Since the above-described effect can be obtained without using a method of driving, the reliability of the device can be significantly improved.

Next, a vehicle control device according to a second aspect of the present invention is different from the vehicle control device according to the first aspect in that a brake detection for detecting whether a braking force is applied to the drive wheels of the vehicle. Means. And the driving force increasing means includes:
When the turning state detected by the turning state detecting means exceeds a predetermined degree and the braking detecting means detects that a braking force is applied to the driving wheels, the turning state is transmitted from the power system to the driving wheels. Drive force is increased by a predetermined amount.

[0014] The braking force applied to the drive wheels means not only the braking force applied by the brake device when the brake pedal of the vehicle is operated, but also automatically activates the brake device when the driver releases the accelerator pedal. This includes the force in the deceleration direction applied to the drive wheels by the so-called automatic brake to be actuated or by the engine brake when the driver releases the accelerator pedal (especially when the transmission has a large gear ratio). .

The braking detecting means detects whether or not a braking force is applied to the driving wheels by detecting that a brake pedal of the vehicle has been operated. Can be configured. Further, for example, when the engine speed and the gear ratio of the transmission when the accelerator pedal is suddenly released from the depressed state are greater than or equal to a predetermined value, the braking detecting means applies a braking force to the drive wheels. It can be configured to detect that

According to the vehicle control device of the second aspect, when the turning state of the vehicle exceeds a predetermined degree and the braking force is applied to the driving wheels, that is, when the vehicle is in the turning braking state. Only in the state, the driving force transmitted from the power system to the driving wheels is increased by a predetermined amount.

Therefore, the vehicle behavior at the time of turning braking can be stabilized similarly to the vehicle control device according to the first aspect.
Also, when the vehicle is turning while no braking force is applied to the drive wheels, the driving force to the drive wheels is not increased.
The driving force is not increased against the driver's will.

Next, in the vehicle control device according to the third aspect, the driving force transmitted from the power system to the driving wheels is equal to or less than a predetermined value, as compared with the vehicle control device according to the first aspect. And a driving force determining means for determining whether or not the driving force is present. When the turning state detected by the turning state detecting means exceeds a predetermined degree and the driving force determining means makes an affirmative determination (the driving force increasing means transmits the driving force to the driving wheels). (When the applied driving force is equal to or less than a predetermined value), the driving force transmitted from the power system to the driving wheels is increased by a predetermined amount.

According to the vehicle control device of the third aspect, the turning state of the vehicle exceeds the predetermined degree and the driving force transmitted from the power system to the driving wheels is equal to or less than the predetermined value. Only in this case, the driving force transmitted from the power system to the driving wheels is increased by a predetermined amount. Therefore, when the vehicle is turning while no braking force is applied to the driving wheels, the driver depresses the accelerator pedal by a predetermined amount, and the driving force of the wheels loses the rolling resistance Fx as shown by the arrow J1 in FIG. Force Fy
Does not decrease, the driving force transmitted to the driving wheels does not increase, and only when the driving force transmitted to the driving wheels loses the rolling resistance Fx and the lateral force Fy decreases. The lateral force Fy of the wheel can be increased by increasing the driving force to the driving wheel. Therefore, according to the vehicle control device of the third aspect, the behavior of the vehicle at the time of turning can be reliably stabilized.

Next, in the vehicle control device according to the fourth aspect, the vehicle control device according to the first aspect further includes a brake detection unit that detects whether a braking force is applied to the drive wheels. And a driving force determining means for determining whether the driving force transmitted from the power system to the driving wheels is equal to or less than a predetermined value.

The driving force increasing means detects that the turning state detected by the turning state detecting means exceeds a predetermined degree, and that the braking detecting means detects that no braking force is applied to the driving wheels. When the driving force determination unit makes an affirmative determination (when the driving force transmitted from the power system to the driving wheels is equal to or less than a predetermined value), the driving force transmitted from the power system to the driving wheels is set to the first value. When the turning state detected by the turning state detecting means exceeds a predetermined degree and the braking detecting means detects that a braking force is applied to the drive wheel, The driving force transmitted from the power system to the driving wheels is increased by a second predetermined amount that is larger than the first predetermined amount.

That is, in the vehicle control device according to the fourth aspect, the lateral force Fy of the wheel is greatly reduced during the turning braking as compared with the normal turning traveling in which the braking force is not applied to the driving wheels. And an increase in the driving force during turning when the braking force is not applied to the driving wheels and the driving force transmitted from the power system to the driving wheels is equal to or less than a predetermined value (the first increase amount). Than the amount of driving force increase during turning braking (the second
Is increased).

Thus, according to the vehicle control device of the fourth aspect, the effect of the vehicle control device of the second aspect and the effect of the vehicle control device of the third aspect are described. In addition to this, it is possible to appropriately stabilize the behavior of the vehicle at all times of turning, during turning braking and turning traveling without braking.

According to a fifth aspect of the present invention, in the vehicle control apparatus according to the second or fourth aspect, the brake detecting means detects that a brake pedal of the vehicle is operated. Thus, it is configured to detect whether or not a braking force is applied to the drive wheels. According to this configuration, it is possible to easily and reliably detect that the braking force is applied to the drive wheels.

According to a sixth aspect of the present invention, in the vehicle control apparatus according to any one of the second, fourth and fifth aspects, the driving force increasing means includes a turning state detecting means. If the detected turning state exceeds a predetermined degree and the braking detection means detects that braking force is being applied to the driving wheel, the braking state is determined according to the braking force applied to the driving wheel. The greater the braking force, the greater the driving force transmitted to the driving wheels.

That is, as shown in FIG. 8, the lateral force Fy of the wheel becomes smaller as the braking force (force in the deceleration direction) applied to the wheel becomes larger. As the braking force applied to the vehicle wheels increases, the driving force transmitted to the driving wheels increases greatly, and the lateral force Fy of the driving wheels is always kept at a large value. Therefore, according to the vehicle control device of the sixth aspect, the vehicle behavior at the time of turning braking can be more reliably stabilized.

According to a seventh aspect of the present invention, in the vehicle control apparatus according to any one of the first to sixth aspects, the driving force increasing means is a vehicle detected by the turning state detecting means. In accordance with the turning state of the vehicle, the steeper the turning state, the greater the driving force transmitted to the drive wheels.

That is, as shown in FIGS. 8 and 9, as the turning state of the vehicle becomes steeper (as the slip angle α becomes larger), the rolling resistance Fx of the wheel becomes larger, and the lateral force of the wheel is accordingly increased. Since Fy decreases, the vehicle control device according to the seventh aspect increases the driving force transmitted to the driving wheels as the vehicle turns more steeply, so that the lateral force Fy of the driving wheels always becomes a larger value. I try to keep it. Therefore,
According to the vehicle control device of the seventh aspect, the behavior of the vehicle at the time of turning can be more reliably stabilized.

On the other hand, in the vehicle control device according to claim 8, in the vehicle control device according to any one of claims 1 to 7, the driving force increasing means increases the output of the engine mounted on the vehicle. Thus, the driving force transmitted to the driving wheels is increased. In order to increase the output of the engine, it is possible to adopt a configuration in which the opening of a throttle valve provided in the intake system of the engine is adjusted, or the ignition timing and the fuel injection amount of the engine are adjusted.

According to the vehicle control device of the eighth aspect, the driving force transmitted to the driving wheels can be increased with a simple configuration. According to a ninth aspect of the present invention, in the vehicle control apparatus according to any one of the first to eighth aspects, the turning state detecting means includes: a lateral acceleration of the vehicle; And the steering state of the vehicle is detected based on at least one of the information of the steering angle of the vehicle.
According to the vehicle control device of the ninth aspect, the turning state of the vehicle can be easily detected.

When the turning state detecting means detects the turning state based on the lateral acceleration of the vehicle, the driving force increasing means determines when the detected lateral acceleration becomes equal to or more than a predetermined value.
What is necessary is just to increase the driving force transmitted to the driving wheels,
When the turning state detecting means detects the turning state based on the left and right wheel speeds, when the difference between the detected right and left wheel speeds becomes equal to or greater than a predetermined value, the driving force transmitted to the driving wheels is increased. Just do it. Further, when the turning state detecting means detects the turning state based on the steering angle of the vehicle, the driving force increasing means transmits the driving force to the driving wheels when the detected steering angle becomes a predetermined value or more. The driving force may be increased.

[0032]

Embodiments of the present invention will be described below with reference to the drawings. It is needless to say that the present invention is not limited to the following embodiments, and can take various forms as long as it belongs to the technical scope of the present invention.

In this embodiment, as shown in FIG. 1, a front engine having an engine (internal combustion engine) 2 as a power source.
This is for a rear drive (FR) type vehicle. As shown in the figure, a surge tank 4a for suppressing pulsation of intake air is formed in an intake passage 4 of the engine 2, and a throttle valve 12 which is opened and closed by a throttle drive motor 10 is provided upstream of the surge tank 4a. The throttle valve 12 is not directly opened and closed by the accelerator 6, but is a so-called linkless throttle.

An accelerator opening sensor 14 for detecting the opening of each of the accelerator 6 and the throttle valve 12 is provided.
And a throttle opening sensor 16, and detection signals from these sensors are input to a throttle control circuit 20. The fuel injection valve 24 that supplies fuel to the engine 2 operates based on a fuel injection command from a known internal combustion engine control circuit 26. The fuel injection command is determined in conformity with the operation state of the engine 2 and is controlled by the surge tank 4.
It is created by processing information from various sensors including the intake pressure sensor 28 that detects the pressure of a based on a fuel injection command program of the internal combustion engine control circuit 26.

The throttle control circuit 20 includes an engine speed sensor 30 and a driven wheel speed sensor 3 in addition to the accelerator opening sensor 14 and the throttle opening sensor 16 described above.
2FL, 32FR, drive wheel speed sensor 40, gear ratio sensor 4
2. Detection signals from a lateral acceleration sensor 44 as turning state detecting means and a brake switch 46 as braking detecting means are also input. The throttle control circuit 20 drives the throttle drive motor 10 based on these input signals,
2 is executed to control the opening degree.

Here, the engine speed sensor 30 is
It detects the rotation speed of the crankshaft 2a of the engine 2, and is also used for generating a fuel injection command by the internal combustion engine control circuit 26. Driven wheel speed sensor 32FL, 32FR
Are sensors for detecting the rotational speeds of the left and right driven wheels (ie, left and right front wheels) 22FL and 22FR. When performing traction control or the like, the detection signals are used for estimating the vehicle body speed of the vehicle. .

The drive wheel speed sensor 40 is a sensor for detecting the average rotational speed (drive wheel speed) of the left and right drive wheels (ie, left and right rear wheels) 22RL and 22RR, and detects the rotation of the crankshaft 2a by the propeller shaft 34 and The transmission 38 is provided on an output shaft of a transmission 38 that transmits the right and left drive wheels 22RL and 22RR via a differential gear 36.

The gear ratio sensor 42 is for detecting the gear ratio of the transmission 38, and is provided in the transmission 38 like the drive wheel speed sensor 40. The lateral acceleration sensor 44 is a known semiconductor type G sensor, and detects the lateral acceleration applied to the vehicle body when the vehicle turns.

The brake switch 46 is turned on when a brake pedal (not shown) is depressed. When the brake switch 46 is turned on, the braking force is applied to each of the wheels 22FL to 22RR. Is detected to be added.

Next, the throttle control circuit 20 will be described in more detail. The throttle control circuit 20 has a CP
The microcomputer mainly includes a microcomputer having a U, a ROM, a RAM, and the like. The ROM includes a rotational speed of the engine 2 detected by an engine rotational speed sensor 30 and an accelerator 6 detected by an accelerator opening sensor 14. A "basic throttle opening map" (not shown) for calculating a basic opening (hereinafter referred to as "basic throttle opening") θB of the throttle valve 12 in accordance with the opening is stored.

As shown in FIG. 2A, the ROM of the throttle control circuit 20 indicates the relationship between the lateral acceleration G detected by the lateral acceleration sensor 44 and the output increase .DELTA.TE of the engine 2. An “engine output increase amount map” is stored. As shown by the two solid lines in FIG.
The first relationship M1 used during normal turning when no braking force is applied to 2FL-22RR, and wheels 22FL-22RR
And two relationships M1 and M2, which are used at the time of turning braking in which a braking force is applied to the second vehicle. The first relationship M1 is set so that the output increase amount △ TE becomes a constant first predetermined amount E1 when the lateral acceleration G exceeds the first low-level determination value GL1, and the second relationship M1 is set.
The relationship M2 is that the lateral acceleration G is equal to the second low-level determination value GL2.
Exceeds the first predetermined amount E1.
The second predetermined amount E2 is set to be larger than the second predetermined amount E2.

Further, RO of the throttle control circuit 20
As shown in FIG. 2B, M includes an output increase amount △ TE of the engine 2 and a correction amount of the opening degree of the throttle valve 12 required to achieve the output increase amount △ TE (hereinafter, throttle opening amount). Also, a “throttle opening degree correction amount map” representing the relationship with Δθ is stored. As can be seen from FIG. 2B, the throttle opening correction amount △ θ is
Is set to a larger value as the output increase amount △ TE increases.

FIGS. 2A and 2B are images, and the actual maps are obtained by converting the relationship between these figures into numerical data. Next, a process executed by the throttle control circuit 20 to control the opening of the throttle valve 12 will be described.

First, the throttle control circuit 20 periodically executes a basic throttle opening setting process (not shown) so that the rotation speed of the engine 2 detected by the engine rotation speed sensor 30 and the accelerator opening sensor 14
The basic throttle opening .theta.B of the throttle valve 12 is calculated using the "basic throttle opening map" described above, based on the opening of the accelerator 6 detected by the above.

The throttle control circuit 20 executes the output correction processing during turning (FIG. 3) and the output correction processing during turning braking (FIG. 4), which will be described later, at predetermined time intervals, respectively. The basic throttle opening .theta.B is corrected according to the turning state of the vehicle (lateral acceleration G in the present embodiment), and the target throttle opening .theta.
Find T.

Further, the throttle control circuit 20
By periodically executing a drive control process (not shown), the throttle drive motor 10 is controlled so that the actual opening of the throttle valve 12 detected by the throttle opening sensor 16 becomes the target throttle opening θT obtained above.
Drive. In this drive control process, when controlling the opening of the throttle valve 12, the value of the target throttle opening .theta.T obtained by the later-described turning traveling output correction process and the turning braking output correction process, respectively, is set to a value. The larger target throttle opening θT is used with priority.

The output correction processing during turning and the output correction during turning braking, which are characteristic parts of this embodiment, executed by the throttle control circuit 20 will be described below with reference to FIGS.
This will be described with reference to the flowchart of FIG. First, FIG.
9 is a flowchart illustrating an output correction process during turning traveling. Note that this processing is executed to increase the output of the engine 2 according to the turning state (lateral acceleration G) of the vehicle during a normal turning operation in which no braking force is applied to the wheels 22FL to 22RR. .

As shown in FIG. 3, the throttle control circuit 2
0 starts execution of the output correction processing during turning traveling, first, in step (hereinafter simply referred to as “S”) 110,
A process as a braking detecting means for determining whether or not the vehicle is braking based on the ON / OFF state of the brake switch 46 is executed.

If it is determined in S110 that braking is not being performed (that is, if the brake switch 46 is OFF), the routine proceeds to S120, where the lateral acceleration G of the vehicle body detected by the lateral acceleration sensor 44 is It is determined whether or not the lateral acceleration G is greater than a first high-level determination value GH1 (> GL1) set to a value greater than the first low-level determination value GL1. If it is larger than GH1, the process proceeds to S130, and the turning traveling control flag FLG
Set “1” to 1.

If it is determined in step S120 that the lateral acceleration G is not greater than the first high level determination value GH1, the process proceeds to step S140, where the lateral acceleration G is determined to be smaller than the first low level determination value GL1. Is determined whether the lateral acceleration G is smaller than the first low-level determination value GL1.
At 50, the turning traveling control flag FLG1 is set to "0" (the turning traveling control flag FLG1 is cleared).

Then, when any of the processes in S130 and S150 is executed, or when it is determined in S140 that the lateral acceleration G is not smaller than the first low-level determination value GL1 (that is, when the lateral acceleration If the acceleration G is equal to or less than the first high level judgment value GH1 and equal to or more than the first low level judgment value GL1), the process proceeds to S160.

At S160, the turning control flag FLG
It is determined whether 1 is “1”, and if “1”, S
The process proceeds to 170, and based on the lateral acceleration G of the vehicle body at that time, using the first relation M1 of the engine output increase map shown in FIG.
E is calculated, and the value is stored in the RAM as the output increase amount during turning 走 行 TE1. In this embodiment, FIG.
As shown in (a), the first predetermined amount E1 is stored as the power increase during turning 走 行 TE1.

Then, in S180, based on the turn increase output amount △ TE1 currently stored in the RAM,
The throttle opening correction amount △ θ is calculated using the throttle opening correction amount map shown in FIG. 2B, and the calculated value is stored in the RAM as the opening correction amount during turning 走 行 θ1.

In step S190, it is determined whether the latest basic throttle opening θB calculated in the basic throttle opening setting process (not shown) is smaller than a predetermined reference value θref. If the basic throttle opening θB is smaller than the reference value θref, the process proceeds to S200.

It should be noted that the reference value θref indicates that, when the opening of the throttle valve 12 is smaller than the value θref, the driving force transmitted to the driving wheels 22RL and 22RR is reduced by the rolling resistance Fx generated during turning. It is a value that loses and the lateral force Fy of the wheel decreases. And
In the present embodiment, a process as a driving force determining means for determining whether or not the driving force transmitted from the power system to the driving wheels 22RL and 22RR is equal to or less than a predetermined value is performed based on the determination in S190. . Further, as shown in FIG. 9, the rolling resistance Fx of the wheel becomes larger as the turning state of the vehicle becomes steeper (as the slip angle α becomes larger). Therefore, in the present embodiment, the reference value θref is set to The larger the lateral acceleration G of the vehicle body at the time is, the larger the value is set.

Then, in S200, the turning correction amount △ θ1 stored in S180 is added to the current basic throttle opening θB, and the value (θB + △ θ1) after the addition is added.
) Is the target throttle opening θT of the throttle valve 12.
In the RAM. Then, the opening of the throttle valve 12 is controlled to the target throttle opening θT by the drive control process (not shown) separately executed as described above, and the output of the engine 2 increases by the output increase amount during turning 走 行 TE1. Will be done.

After executing the process of S200, the output correction process during turning is temporarily terminated. On the other hand, when it is determined in S160 that the turning traveling control flag FLG1 is not "1", the process proceeds to S210. Then, in the previous step S180, the turning-degree opening correction amount △
The amount of increase in output during turning used to determine θ1 △ TE1
(n-1) is multiplied by a predetermined damping rate D1 (<1), and the value obtained by multiplying the multiplied value is set as the output increase amount during turning operation 時 TE1 as RA
After storing in M, the process proceeds to S180. Therefore, when it is determined in S160 that the turning traveling control flag FLG1 is not “1”, the turning traveling output increase amount △ TE1 is increased from the first predetermined amount E1 every time the turning traveling output correction processing is performed. The decay rate D1 is decreased by D1.
The turning opening correction amount △ θ1 stored in the AM also gradually decreases.

When it is determined in S110 that braking is being performed (that is, when the brake switch 46 is
If N), the process proceeds to S220. And this S
At 220, "0" is set to each of the output increase amount during turning △ TE1, the opening correction amount during turning 走 行 θ1 and the turning control flag FLG1 to perform initialization.
Go to 00. Therefore, if it is determined in S110 that braking is being performed, the basic throttle opening .theta.B is set as the target throttle opening .theta.T as it is, at least by the turning traveling output correction process.

That is, in the turning traveling output correction processing, the lateral acceleration G of the vehicle body exceeds the first high-level determination value GH1 during the normal turning traveling in which the braking force is not applied to the wheels 22FL to 22RR. And the basic throttle opening θB
Is smaller than the reference value θref (S110:
(NO, S120: YES, S190: YES), the value obtained by adding the turning-time opening correction amount △ θ1 to the basic throttle opening θB is set as the target throttle opening θT of the throttle valve 12, and the output of the engine 2 is thereby obtained. Is increased by an amount of increase in output during turning traveling △ TE1 (first predetermined amount E1) (S160: YES, S170 to S20).
0). Thereafter, when the lateral acceleration G becomes smaller than the first low-level determination value GL1 (S140: YES), the turning travel output increase amount △ TE1 for obtaining the turning travel opening correction amount △ θ1 is determined by a predetermined value. The target throttle opening θT is gradually returned to the basic throttle opening θB by decreasing the damping rate D1 (S160: NO, S210, S1).
80-S200).

Next, FIG. 4 is a flowchart showing the output correction processing during turning braking. This processing is performed on the wheel 22
This is executed to increase the output of the engine 2 in accordance with the turning state (lateral acceleration G) of the vehicle during turning braking in which a braking force is applied to FL to 22RR.

As shown in FIG. 4, the throttle control circuit 2
When 0 starts the execution of the output correction processing at the time of turning braking, first, in S310, it is determined whether or not the vehicle is braking based on the ON / OFF state of the brake switch 46, as in the case of S110 described above. , And performs processing as braking detection means.

If it is determined in S130 that braking is being performed (that is, if the brake switch 46 is ON), the process proceeds to S320, where the lateral acceleration G of the vehicle body detected by the lateral acceleration sensor 44 is It is determined whether or not it is greater than a second high-level determination value GH2 (> GL2) set to a value greater than the second low-level determination value GL2 described above.
If the lateral acceleration G is larger than the second high level determination value GH2, the process proceeds to S330, and "1" is set to the turning braking control flag FLG2.

If it is determined in step S320 that the lateral acceleration G is not greater than the second high-level determination value GH2, the process proceeds to step S340, where the lateral acceleration G is determined to be greater than the second low-level determination value GL2. Is also determined. Then, in step S340, the lateral acceleration G is changed to the second low-level determination value GL2.
If it is determined that the value is smaller than
If it is determined that the vehicle is not braking, the program proceeds to S350, in which the turning braking control flag FLG2 is set to "0" (the turning braking control flag FLG2 is cleared).

Then, when any of the processes in S330 and S350 is executed, or when it is determined in S340 that the lateral acceleration G is not smaller than the second low-level determination value GL2 (that is, when the If the acceleration G is equal to or less than the second high level determination value GH2 and equal to or greater than the second low level determination value GL2, the process proceeds to S360.

In S360, the turning braking control flag FLG
It is determined whether 2 is “1” or not, and if “1”, S
Proceeding to 370, based on the lateral acceleration G of the vehicle body at that time, using the second relationship M2 of the engine output increase map shown in FIG.
E is calculated, and its value is stored in the RAM as the output increase amount during turning braking ΔTE2. In this embodiment, FIG.
As shown in (a), a second predetermined amount E1 larger than the first predetermined amount E1 is stored as the turning brake output increase amount ΔTE2.

In the following S380, based on the turning brake output increase amount △ TE2 currently stored in the RAM,
The throttle opening correction amount △ θ is calculated using the throttle opening correction amount map shown in FIG. 2B, and the calculated value is stored in the RAM as the opening correction amount for turning braking 制動 θ2.

Further, in subsequent S390, the turning brake opening correction amount △ θ2 stored in S380 is added to the current basic throttle opening θB, and the value (θB
+ △ θ2) is stored in the RAM as the target throttle opening θT of the throttle valve 12. Then, by the drive control process (not shown) separately executed as described above, the opening of the throttle valve 12 is controlled to the target throttle opening θT, and the output of the engine 2 is increased by the turning brake output increase amount △.
It will be increased by TE2.

After executing the processing of S390, the turning braking output correction processing is temporarily terminated. On the other hand, if it is determined in S360 that the turning braking control flag FLG2 is not "1", the flow shifts to S400. Then, in the previous step S380, the turning brake opening correction amount △
Output increase during turning braking used to determine θ2 △ TE2
(n-1) is multiplied by a predetermined damping rate D2 (<1), and the multiplied value is set as RA4, which is the amount of power increase during turning braking at this time, which is RA2.
After storing in M, the process proceeds to S380.

Therefore, when it is determined in S360 that the turning braking control flag FLG2 is not "1", the turning braking output increase .DELTA.TE2 is set at the second point every time the turning braking output correction processing is executed. From the fixed amount E2, the damping rate D2 decreases by the amount, and in accordance with that, the turning brake opening correction amount △ θ2 stored in the RAM in S380 also gradually decreases.
Then, after the value of the opening correction amount 旋回 θ2 during turning braking becomes “0”, the basic throttle opening θB is directly set as the target throttle opening θT by the processing of S390.

That is, in the turning braking output correction process, during turning braking in which a braking force is applied to the wheels 22FL to 22RR, the lateral acceleration G of the vehicle body becomes the second high-level determination value GH2.
(S310: YES, S32)
0: YES), the value obtained by adding the opening correction amount during turning braking 旋回 θ2 to the basic throttle opening θB is used as the throttle valve 12
, And the output of the engine 2 is increased by the amount of increase in output during turning braking △ TE2 (the second predetermined amount E
2) (S360: YE
S, S370-S390). Then, thereafter, when braking is stopped or when the lateral acceleration G becomes smaller than the second low-level determination value GL2 (S310: NO, S34).
0: YES), the turning brake output increase amount 制動 TE2 for obtaining the turning braking opening correction amount △ θ2 is reduced at a predetermined attenuation rate D2, and the target throttle opening θT is gradually reduced to the basic throttle opening θB. (S360: N
O, S400, S380, S390).

In the present embodiment, S120 to S180 and S200 to S2 of the output correction processing during turning (FIG. 3) are performed.
20, and S320 to S320 of the output correction processing during turning braking (FIG. 4).
Step S400 corresponds to a process as driving force increasing means. Next, the effects of the output correction processing during turning traveling and the output correction processing during turning braking will be described with reference to FIGS. For example, as shown in FIG. 5, the brake operation is not performed by the driver (the brake switch 46 is turned off).
F) and the basic throttle opening θB is equal to the reference value θ.
When the lateral acceleration G of the vehicle body exceeds the first high level determination value GH1 when the lateral acceleration G is smaller than ref, S170 to S200 of the turning travel output correction process are executed, and the turning throttle opening θB is set to the basic throttle opening θB. The value obtained by adding the degree correction amount △ θ1 is
The target throttle opening .theta.T of the throttle valve 12 is set, whereby the output of the engine 2 is increased by an amount of increase .DELTA.TE1 (first predetermined amount E1) during turning.

Then, since the driving force transmitted to the driving wheels 22RL and 22RR increases, the driving force of the driving wheels 22RL and 22RR loses the rolling resistance Fx as shown by the arrow J1 in FIG. The phenomenon that the lateral force Fy of 22RR is reduced can be prevented, and the behavior of the vehicle at the time of turning can be stabilized.

When the lateral acceleration G falls below the first low-level judgment value GL1, the program proceeds to S210 of turning output correction processing during turning.
Then, steps S180 to S200 are executed, and the target throttle opening .theta.T gradually decreases to the basic throttle opening .theta.B, thereby returning to the normal throttle valve control.

On the other hand, as shown in FIG. 6, for example, when the driver performs a brake operation in a state where the lateral acceleration G of the vehicle body exceeds the second high-level determination value GH2 (the brake switch 46 is turned on). Then, S370 to S390 of the turning braking output correction process are executed, and the value obtained by adding the turning braking opening correction amount △ θ2 to the basic throttle opening θB is set as the target throttle opening θT of the throttle valve 12. As a result, the output of the engine 2 is increased by the output increase amount during turning braking ΔTE2 (the second predetermined amount E2).

Then, also in this case, the drive wheels 22RL, 22RR
As shown by the arrow J2 in FIG. 8, the driving force transmitted to the driving wheels 22RL and 22RR decreases in the deceleration direction, and the driving force transmitted to the driving wheels 22RL and 22RR is reduced accordingly (see # Fy2 in FIG. 8). , 22RR increase. Therefore, the behavior at the time of turning braking of the vehicle can be stabilized.

When the lateral acceleration G falls below the second low-level judgment value GL2, the program proceeds to S40 in the turning braking output correction processing.
Steps 0, S380, and S390 are executed, and the target throttle opening .theta.T gradually decreases to the basic throttle opening .theta.B, thereby returning to the normal throttle valve control.

As described in detail above, in this embodiment,
When the vehicle is traveling without a brake operation, the lateral acceleration G of the vehicle body exceeds the first high-level determination value GH1 and the basic throttle opening degree θB is smaller than the reference value θref. , 22RR loses the rolling resistance Fx and the lateral force Fy decreases.
Alternatively, when the lateral acceleration G of the vehicle body exceeds the second high-level determination value GH2 during the turning braking in which the brake operation is being performed, the output of the engine 2 is increased and the driving wheels 22RL and 22RR are increased. The transmitted driving force is increased.

Thus, according to the present embodiment, the lateral force Fy of the drive wheels 22RL and 22RR can be maintained at a large value during all turns, ie, during turning braking and turning without braking. As a result, the behavior of the vehicle can be reliably stabilized. In addition, the above-mentioned Japanese Patent Laid-Open Publication No. 1-1780
The above-described effect can be obtained without using a method of driving an electromagnetic valve provided in a brake fluid passage as in the conventional device disclosed in Japanese Patent Application Publication No. 60-160, so that the reliability of the device can be greatly improved. it can.

Further, in the present embodiment, the output increase amount △ TE of the engine 2 during turning operation without braking (turning operation output increase amount △ TE1: the first predetermined amount E1)
The output increase amount △ TE of the engine 2 during the turning braking is set to be larger than the output increasing amount △ TE (the turning amount output during the turning braking △ TE2: the second predetermined amount E2). This is the driving wheel 22RL,
Since the force in the deceleration direction applied to the drive wheels 22RL and 22RR is larger during the turning braking than during the normal turning running in which the braking force is not applied to the 22RR, the lateral force Fy of the wheel is greatly reduced accordingly. It is.

Thus, according to the present embodiment, the behavior at the time of turning the vehicle can be more appropriately stabilized. By the way, in the above embodiment, the engine output increase amount map used in the turning traveling output correction process and the turning braking output correction process shows that the output increase amount △ TE is a constant amount E1, E2 regardless of the value of the lateral acceleration G. However, as shown by the alternate long and short dash line in FIG. 2A, the engine output increase map shows that the larger the lateral acceleration G of the vehicle body, the larger the output increase ΔTE becomes. What is set may be used. With such a configuration, the drive wheels 22RL and 22RL are driven according to the rolling resistance Fx of the wheels, which increases as the turning state of the vehicle becomes steeper.
The driving force transmitted to RR can be increased appropriately,
The behavior at the time of turning of the vehicle can be more reliably stabilized.

In the above embodiment, the driving wheels 2
The braking force applied to the 2RL and 22RR is detected based on, for example, the brake fluid pressure of the brake device, the depression pressure of the brake pedal, and the like, and in S370 of the turning braking output correction process, according to the detected braking force, The configuration may be such that the larger the braking force is, the larger the output increase amount △ TE of the engine 2 (the output increase amount during turning braking △ TE2) is set to a larger value. With such a configuration, the vehicle behavior at the time of turning braking can be more reliably stabilized.

In this case, in S370 of the turning braking output correction process, for example, the turning braking output increasing amount △ TE2 calculated using the engine output increasing map of FIG. 2A.
May be multiplied by a coefficient proportional to the braking force, or the amount of power increase during turning braking according to the braking force △ TE2
May be separately prepared in the ROM.

In the above embodiment, the turning state of the vehicle is detected by the lateral acceleration G. However, the left and right driven wheels (left and right front wheels) 22FL and 22FR detected by the driven wheel speed sensors 32FL and 32FR are used. The turning state of the vehicle may be detected based on the rotation speed or the steering angle of a steering wheel (not shown) of the vehicle.

Further, not both the output correction processing during turning traveling (FIG. 3) and the output correction processing during turning braking (FIG. 4) in the above embodiment are executed, but only one of them is executed. You may do it. Then, when only the turning traveling output correction process is performed, the determination in S110 is not performed (that is, regardless of whether or not braking is being performed), and S1 is performed.
The processing after 20 may be executed.

On the other hand, in the above embodiment, the first low level judgment value GL1 and the first high level judgment value GH1 and the second low level judgment value GH1 for judging the degree of the turning state of the vehicle are determined. GL2 and the second high-level determination value GH2 may be the same value or different values.

Although the above embodiment has been described with reference to a vehicle of a front engine / rear drive (FR) system, the present invention relates to a vehicle of a front engine / front drive (FF) system and all wheels. As a drive wheel.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a system used in an embodiment.

FIG. 2 is an explanatory diagram of an engine output increase amount map and a throttle opening degree correction amount map used in the embodiment.

FIG. 3 is a flowchart illustrating an output correction process during turning in the embodiment.

FIG. 4 is a flowchart illustrating an output correction process during turning braking according to the embodiment.

FIG. 5 is an explanatory diagram illustrating an operation of an output correction process during turning traveling.

FIG. 6 is an explanatory diagram illustrating the operation of the output correction process during turning braking.

FIG. 7: Rolling resistance Fx generated on wheels when the vehicle turns
FIG. 4 is an explanatory diagram for explaining a lateral force (lateral force) Fy.

FIG. 8 shows acceleration and deceleration directions applied to wheels and lateral force Fy.
FIG. 4 is an explanatory diagram for explaining a relationship with the above.

FIG. 9 is an explanatory diagram illustrating a relationship between a wheel slip angle α, a rolling resistance Fx, and a lateral force Fy.

[Explanation of symbols]

2 ... Engine 4 ... Intake passage 6 ... Accelerator 10 ... Throttle drive motor 12 ... Throttle valve 14 ... Accelerator opening sensor 16 ... Throttle opening sensor 20 ... Throttle control circuit 22FL, 22FR ... Follower wheel (front wheel) 22RL, 22RR ... Drive Wheel (rear wheel) 24 Fuel injection valve 26 Internal combustion engine control circuit 28 Intake pressure sensor 30 Engine speed sensor 32FL, 32FR Driven wheel speed sensor 38 Transmission 40 Drive wheel speed sensor 42 Gear ratio sensor 44: lateral acceleration sensor 46: brake switch

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification number Agency reference number FI Technical display location F02D 41/04 310 F02D 41/04 310G 41/12 310 41/12 310 41/14 320 41/14 320C

Claims (9)

[Claims] A turning state detecting means for detecting a turning state of the vehicle; and a driving system for driving the vehicle from a power system of the vehicle when the turning state detected by the turning state detecting means exceeds a predetermined degree. A driving force increasing means for increasing a driving force transmitted to wheels by a predetermined amount. 2. The vehicle control device according to claim 1, further comprising: a braking detection unit configured to detect whether a braking force is applied to the driving wheel, wherein the driving force increasing unit is configured to detect the turning state by the turning state detection unit. When the detected turning state exceeds a predetermined degree and the braking detection means detects that a braking force is being applied to the driving wheel, the power is transmitted from the power system to the driving wheel. A vehicle control device configured to increase a driving force by a predetermined amount. 3. The vehicle control device according to claim 1, further comprising: a driving force determining unit configured to determine whether a driving force transmitted from the power system to the driving wheels is equal to or less than a predetermined value. When the turning state detected by the turning state detecting means exceeds a predetermined degree, and when the driving force determining means makes an affirmative determination, the driving force increasing means sends the driving wheels from the power system to the driving wheels. A vehicle control device configured to increase the transmitted driving force by a predetermined amount. 4. The vehicle control device according to claim 1, wherein a braking detection unit that detects whether a braking force is applied to the driving wheel, and a driving force transmitted from the power system to the driving wheel. Driving force determining means for determining whether or not is less than or equal to a predetermined value, wherein the driving force increasing means has a turning state detected by the turning state detecting means exceeding a predetermined degree, and When the braking detection means detects that no braking force is applied to the driving wheels and the driving force determination means makes an affirmative determination, the driving force transmitted from the power system to the driving wheels is changed to a first driving force. And the turning state detected by the turning state detecting means exceeds a predetermined degree, and
When the braking detection means detects that a braking force is being applied to the driving wheel, the driving force transmitted from the power system to the driving wheel is increased to a second point greater than the first predetermined amount. The vehicle control device is configured to increase by a fixed amount. 5. The vehicle control device according to claim 2, wherein the brake detecting means applies a braking force to the drive wheel by detecting that a brake pedal of the vehicle has been operated. A vehicle control device configured to detect whether or not the vehicle is running. 6. The vehicle control device according to claim 2, wherein the driving force increasing means determines that the turning state detected by the turning state detecting means is a predetermined degree. When the braking force is exceeded and the braking detection means detects that a braking force is being applied to the driving wheel, the drive transmitted to the driving wheel as the braking force increases in accordance with the braking force The vehicle control device is configured to greatly increase the force. 7. The vehicle control device according to claim 1, wherein the driving force increasing unit is configured to change the turning state according to a turning state of the vehicle detected by the turning state detecting unit. The vehicle control device is configured to increase the driving force transmitted to the driving wheels as the speed of the vehicle becomes steeper. 8. The vehicle control device according to claim 1, wherein the driving force increasing unit transmits the driving force to the driving wheels by increasing an output of an engine mounted on the vehicle. The vehicle control device is configured to increase a driving force to be performed. 9. The vehicle control device according to claim 1, wherein the turning state detecting means includes: a lateral acceleration of the vehicle, a right and left wheel speed of the vehicle, and a steering angle of the vehicle. The vehicle control device is configured to detect a turning state of the vehicle based on at least one of the information.