JPH11170993A - Slip controlling device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent failure from causing wrong behavior control, by performing vehicle behavior control with a position control means, based on an estimating value of turning state amount estimated by an estimating means until the failure judgment of the turning state amount detecting means by a failure judging means. SOLUTION: Until failure judgment of all sensors by a failure judging part 5c provided in a main controller 5 is finished, vehicle behavior control is performed based on output signals from wheel speed sensors 6, 6,... and estimated arithmetic values of transverse acceleration, yaw rate, and steering wheel angle by an estimation arithmetic part 5d. Therefore, for example, even if a steering angle sensor 9 has failed, wrong behavior control based on a value θH detected by the failed steering angle sensor 9 can be prevented. Thus, a trouble that a driver largely feels incongruity can be prevented, and wrong behavior control can be prevented from causing collapse of turning position of a vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle slip having behavior control means for controlling the behavior of a vehicle based on a plurality of detected values of running state quantities including a turning state quantity corresponding to a turning running state of the vehicle. The control device belongs to the field of fail-safe technology until the failure determination of the turning state amount detecting means for detecting the turning state amount is completed.

[0002]

2. Description of the Related Art Conventionally, as a slip control device for a vehicle of this type, for example, as disclosed in Japanese Patent Application Laid-Open No. 6-87421, braking forces applied to the left and right wheels of the vehicle are distributed to different magnitudes. A yaw moment is generated around the center of gravity of the vehicle to make the yaw rate of the vehicle equal to a control target value, thereby improving the steering stability of the vehicle during braking. In this device, the running state including the posture state of the vehicle is detected by various sensors, and if a disconnection or a short circuit of the sensor or a failure of the control device itself occurs, the control becomes impossible. When such a failure is detected, the behavior control is prohibited. Then, if the control is being executed at that time, the braking control of each wheel under control is gradually changed to an uncontrolled state, and the behavior control is stopped while preventing a change in the behavior of the vehicle due to a sudden change in the yaw rate. Like that.

Japanese Patent Application Laid-Open No. Hei 9-109855 discloses that if a behavior control is being performed when an abnormality occurs in a wheel speed sensor, a value detected by the abnormal wheel speed sensor is obtained before the control is stopped. A configuration is disclosed in which an alternative behavior control that does not depend on the vehicle is performed for a predetermined time to prevent a change in the behavior of the vehicle due to the suspension of the control.

[0004]

However, in the above-described conventional slip control device, for example, a steering angle sensor for detecting a steering angle of a driver or a lateral acceleration sensor for detecting a lateral acceleration acting on a vehicle is provided by a vehicle. Until the turning state exceeds a predetermined value, it is not possible to accurately determine whether the detected value is normal or not. Therefore, even if the steering angle sensor, the lateral acceleration sensor, or the like has failed, the failure cannot be detected. There is a possibility that erroneous behavior control may be performed based on the output signal from the sensor that has been performed. In this case, the vehicle behaves irrelevantly to the driving operation and will of the driver, so that not only a problem that the driver feels a remarkable discomfort is caused, but also the vehicle is caused by the erroneous behavior control described above. There is a possibility that the turning posture of the vehicle may be lost.

[0005] The present invention has been made in view of the above points, and an object of the present invention is to devise a control procedure until the vehicle turns into a predetermined turning state and the failure determination of all sensors is completed. By elaborating, even if a steering angle sensor, a lateral acceleration sensor, or the like is out of order, erroneous behavior control due to the outage is prevented.

[0006]

In order to achieve the above object, according to the present invention, the turning state is maintained until the vehicle turns into a predetermined turning state and the failure judgment of the turning state amount detecting means is completed. The amount is estimated based on other running state quantities, and the behavior control of the vehicle is executed based on the estimated value such that the running direction of the vehicle converges to the target running direction.

More specifically, according to the first aspect of the present invention, a plurality of traveling state quantities including a turning state quantity corresponding to the turning traveling state of the vehicle are detected, and the traveling state quantity of the vehicle is detected based on the detected values. The present invention is directed to a vehicle slip control device including a behavior control means for controlling the behavior of the vehicle such that the vehicle converges to the target traveling state quantity. A turning state amount detecting means for detecting a turning state amount of the plurality of running state amounts; and a failure judging whether the turning state amount detecting means is normal or malfunction when the vehicle enters a predetermined turning state. Determining means, and estimating means for estimating, based on a detected value of a running state quantity other than the turning state quantity, a turning state quantity corresponding to the turning state quantity detecting means for which the failure judgment by the failure judging means has not been completed. The attitude control means executes the behavior control of the vehicle based on the estimated value of the turning state quantity estimated by the estimating means until the failure judgment of the turning state quantity detection means by the failure judgment means is completed. And

[0008] According to this configuration, until the vehicle is in a predetermined turning state and the failure determination of the turning state amount detecting means by the failure determining means is completed, the vehicle is determined based on the estimated value of the turning state amount by the estimating means. Is performed, it is possible to prevent erroneous behavior control based on an output signal from the failed turning state amount detecting means even if the turning state amount detecting means has failed. be able to.
Therefore, the driver does not feel great discomfort due to the incorrect behavior control, and it is possible to prevent the turning posture of the vehicle from being collapsed due to the incorrect behavior control.

According to a second aspect of the present invention, in the first aspect of the invention, a value relating to slip of each wheel is set to a predetermined value or less based on an output signal from a wheel speed sensor for detecting a wheel speed of each wheel of the vehicle. A slip control means for controlling and a slip control correcting means for increasing the control sensitivity of the slip control means until the failure determination of the turning state amount detecting means by the failure determination means is completed.

Thus, the slip control means is provided, and the control sensitivity by the slip control means is increased until the failure determination of the turning state amount detection means by the failure determination means is completed, so that the value relating to the slip of each wheel is set. The lock state and the idling state can be surely prevented by controlling to be extremely small, whereby the steering stability of the vehicle can be enhanced. The value relating to the slip may be, for example, a wheel slip amount or a wheel slip ratio. Further, since the failure determination of the wheel speed sensor ends immediately after the vehicle starts running, erroneous wheel slip amount control is not performed due to the failure of the wheel speed sensor.

According to a third aspect of the present invention, the slip control correcting means according to the second aspect of the present invention further comprises the control start threshold value of the slip control means until the failure determination of the turning state amount detecting means by the failure determining means is completed. Should be reduced. Thus, by reducing the control start threshold value of the slip control means, the control is started earlier and the control frequency is increased in a short time when the slip amount of the wheel is small, and therefore, the control sensitivity can be increased. it can.

According to a fourth aspect of the invention, the slip control correcting means in the second aspect of the present invention increases the control gain of the slip control means until the failure determination of the turning state amount detection means by the failure determination means is completed. Shall be.
Thus, by increasing the control gain of the slip control means, it is possible to increase control response and control sensitivity.

According to a fifth aspect of the present invention, in any one of the first to fourth aspects of the present invention, until the failure determination of the turning state amount detection means by the failure determination means is completed, the behavior control means determines whether the turning state quantity detection means has completed. A behavior control correcting means for suppressing a control amount of the behavior control of the vehicle is provided. With this, while the behavior control of the vehicle is performed based on the estimated value of the turning state amount by the estimation means, the control amount of the behavior control is suppressed and the behavior control is conservative. Even if the behavior control becomes insufficient due to the estimation error between the actual turning state quantity and the actual turning state quantity, the uncomfortable feeling felt by the driver does not become large.

According to a sixth aspect of the invention, the turning state quantity in the first aspect of the invention is a steering angle. That is, the steering angle is maintained at a constant value of substantially zero degree until the driver actually performs the steering operation. Therefore, even if the steering angle sensor fails and its detection value is incorrect, the steering angle is not affected. The judgment cannot be completed.

Accordingly, in the present invention, the turning state amount is embodied as the steering angle, and the steering angle is changed until the vehicle turns into a predetermined turning state after the driver actually performs the steering operation. Since the estimation is made based on the running state amounts other than the above, it is possible to prevent the erroneous behavior control due to the failure of the steering angle sensor from being performed until the vehicle turns.

According to a seventh aspect of the present invention, in the first aspect of the present invention, the behavior control for correcting the control start threshold of the vehicle behavior control by the behavior control means to a small value until the failure determination by the failure determination means is completed. Correction means is provided. As a result, the control start threshold value of the behavior control of the vehicle is reduced, and the behavior control is executed earlier as soon as the collapse of the turning posture of the vehicle is extremely small. Even if the behavior control becomes insufficient due to the estimation error between the actual turning state quantity and the actual turning state quantity, the steering stability of the vehicle can be ensured.

[0017]

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

(Overall Configuration) FIG. 1 shows a vehicle to which a vehicle slip control device according to an embodiment of the present invention is applied.
Is the body, 2, 2, ... are the four front, rear, left and right wheels 21FR,
Four hydraulic brakes individually arranged at 21FL, 21RR, and 21RL, 3 is a pressurizing unit for supplying pressurized liquid to each of the brakes 2, 4 is a pressurized unit from the pressurized unit 3 for each of the above-mentioned pressurized units. Hydraulic unit that distributes and supplies to brake 2 (Hudrau
lic Unit: hereinafter referred to as HU). 5 is a main controller for controlling the slip state of each wheel and the behavior of the vehicle so as to enhance the steering stability of the vehicle. 6 is a wheel speed sensor of an electromagnetic pickup type for detecting the wheel speed of each wheel 21; Reference numeral 7 denotes a lateral acceleration sensor for detecting a lateral acceleration (turning amount) Gy acting on the vehicle in the left-right direction.
Is a yaw rate sensor for detecting the yaw rate (turning amount) 旋回 'acting on the vehicle, and 9 is a steering angle sensor for detecting the steering angle (turning amount) θH of the steering. The lateral acceleration sensor 7, the yaw rate sensor 8 and the steering angle sensor 9 constitute turning state amount detecting means.

Further, reference numeral 10 denotes a master cylinder which generates a brake fluid pressure (master cylinder pressure) according to a driver's braking operation, and reference numeral 11 denotes an engine having a plurality of cylinders. Although not shown, the intake passage of the engine 11 includes:
A throttle valve driven by an actuator is provided, and an injector is provided for each cylinder of the engine 11 in an intake passage downstream of the throttle valve. The engine output is controlled by controlling the opening of the throttle valve and controlling the operation of the injector. Control. Reference numeral 12 denotes an automatic transmission (AT) that changes the output rotation of the engine 11 and transmits the output rotation to a driving wheel side by a drive shaft or the like (not shown). Reference numeral 13 denotes an opening degree control of the throttle valve according to an accelerator operation by a driver. And an EGI controller that controls the operation state of the engine 11 by controlling the operation of the injector and the ignition timing.

Although not shown, the vehicle is provided with a longitudinal acceleration sensor for detecting acceleration acting in the longitudinal direction.

As shown in FIG. 2, the brake 2 of the right front wheel 21FR and the brake 2 of the left rear wheel 21RL are connected to the master cylinder 10 by a first hydraulic line 22a, while the brake 2 of the left front wheel 21FL is connected. And the brake 2 of the right rear wheel 21RR are different from the first hydraulic line 22a.
The hydraulic cylinder 22b is connected to the master cylinder 10 to form two independent brake systems of the so-called X-pipe type. Then, the wheels 21FR, 21FR,
21FL,... Are each provided with a braking force.

The pressurizing unit 3 includes a hydraulic pump 3 connected to the first and second hydraulic lines 22a and 22b, respectively.
1a, 31b, cut valves 32a, 32b respectively provided in the first and second hydraulic lines 22a, 22b so that the hydraulic pumps 31a, 31b and the master cylinder 10 can be intermittently connected. Cut valve 32
and a hydraulic pressure sensor (master cylinder pressure sensor) 33 for detecting a hydraulic pressure on the master cylinder 10 side with respect to a and 32b. Then, the cut valves 32a and 32b are closed in response to a signal from the SCS controller 5, so that the hydraulic fluid discharged from the hydraulic pumps 31a and 31b is HU irrespective of the brake operation by the driver.
4 are supplied to the brakes 2, 2,.

The HU 4 is connected to the first hydraulic line 22a.
Alternatively, the pressurizing valves 41 and 4 for individually supplying the pressurized liquid supplied from the pressurizing unit 3 through the second hydraulic line 22 b to the wheel cylinders (not shown) of the brakes 2 to increase the pressure.
, And each of the brakes 2 is connected to a reservoir tank 42, and pressure reducing valves 43, 43,.
And .. And the pressure reducing valves 43, 43,... Are independently increased or decreased in response to signals from the SCS controller 5, so that the brakes 2, 2,. The braking force applied to each wheel 21FR, 21FL,... Is controlled by increasing or decreasing the wheel cylinder pressure.

As shown in FIG. 3, the main controller 5 has a first CPU (Central Process) as slip control means for performing well-known ABS (Anti-Skid Brake System) control and TCS (Traction Control System) control.
sing unit) 5a. The ABS control is performed when the locking tendency of each wheel 21FR, 21FL,.
The brake lock is prevented by lowering the hydraulic pressure supplied to each brake 2.
In the control, when the left and right front wheels 21FR and 21FL, which are the driving wheels, have a tendency to spin, the idling is prevented by suppressing the driving force of the left and right front wheels 21FR and 21FL.

The main controller 5 includes a second CPU 5b as behavior control means for performing SCS (Stability Control System) control, which will be described in detail later. When the vehicle collapses, the yaw moment is applied to the vehicle by controlling the braking force of each wheel, and the engine output is reduced.
The behavior of the vehicle is controlled so that the turning posture converges in the target traveling direction.

Further, the main controller 5 includes:
A wheel speed sensor 6, 6,..., A lateral acceleration sensor 7, a yaw rate sensor 8, a steering angle sensor 9, a hydraulic pressure sensor 33, and a failure determination unit 5c for determining a failure such as an output abnormality of the longitudinal acceleration sensor. An estimation operation unit 5d for estimating the turning amount of the vehicle, that is, the lateral acceleration Gy, the yaw rate ψ ', and the steering angle θH, based on the wheel speeds v1, v2,... Detected by the sensors 6, 6,. ,
Further, when the vehicle enters a predetermined turning state, the failure determination unit 5
Until the failure determination of each sensor by c is completed, the first
The control correction unit 5e is provided as a slip control correction unit and a behavior control correction unit for increasing the control sensitivity of the ABS control and the TCS control by the CPU 5a and suppressing the control amount of the SCS control by the second CPU 5b. . Then, the second CPU 5b determines the value of S based on the estimated operation value of the estimation operation unit 5e until the failure judgment of each sensor by the failure judgment unit 5c ends.
The CS control is executed.

(Basic control) First, the main controller 5
Will be described with reference to a flowchart shown in FIG. In this basic control, when the driver gets into the vehicle and turns on the ignition key, the main controller 5 and the EGI
The initialization of the controller 13 is performed, and the calculated values and the like stored in the previous processing are cleared. Next step SA2
After the origin correction of the wheel speed sensors 6, 6,..., Etc., signal inputs to the main controller 5 are received from these sensors. In step SA3, based on these input signals, common vehicle state quantities such as the vehicle speed, vehicle deceleration, and vehicle speed at each wheel position are calculated.

Subsequently, steps SA4, SA5 and SA
In S6, the control calculation of SCS control, the control calculation of ABS control, and the control calculation of TCS control are respectively performed as described later in detail. Then, in step SA7, the calculation results of these three controls are arbitrated by a predetermined method. Thus, the control output amounts to the pressurizing unit 3, the HU 4, and the EGI controller 13 are determined. In step SA8, control is output to the pressurizing unit 3 and the like to apply the required braking force to the wheels 21FR, 21FL... And to stabilize the behavior by decelerating the vehicle. The output of the engine 11 is reduced, and the process returns after performing fail-safe determination and processing in step SA9.

(SCS Control) Next, the details of the SCS control will be described with reference to FIGS.

Step SB in the flowchart shown in FIG.
2 receives the signals from the wheel speed v1 of the wheel 21FR, the wheel speed v2 of the wheel 21FL, the wheel speed v3 of the wheel 21RR, and the wheel speed v4 of the wheel 21RL, and corresponds to the value of a failure determination flag Ferr described later. If the failure determination of each sensor is completed and all the sensors are normal (Ferr
= 0), and receives signals from the lateral acceleration Gy of the vehicle, the yaw rate ψ 'of the vehicle, and the steering angle θH of the steering. On the other hand, while the failure determination of each sensor is not completed (Ferr = 1), an input of an estimated operation value estimated by the estimation operation unit 5d as described later is accepted instead of the input value from each sensor. Subsequently, in step SB4,
The vehicle speed Vscs is calculated based on the wheel speeds v1, v2,..., And in step SB6, the wheel speeds v1, v2,.
The vertical weight of each wheel is calculated based on the horizontal acceleration Gy. In step SB8, the vehicle body slip angle β is calculated based on the vehicle body speed Vscs, the wheel speeds v1, v2,..., The lateral acceleration Gy, the yaw rate ψ ′, and the steering angle θH.

Step SB1 following the above step SB8
0, the wheel speeds v1, v2,..., The vehicle speed Vscs, the vehicle side slip angle β, the yaw rate ψ ′, and the steering angle θH, the slip rate s1, the slip rate s2, and the slip rate of the wheel 21FR, 21RR, and 21RR. s3, the slip ratio s4 of the wheel 21RL, and the slip angle of each wheel are calculated.
Subsequently, in step SB12, the vertical weighting of each wheel is performed.
Based on the slip ratios s1, s2, ... and the slip angle,
For each of the wheels 21FR, 21FL,.
The wheel load ratio, which is the ratio of the current gripping force to the total gripping force that can be exhibited by 3, 23,... Then, in step SB14, the wheel load factor and the lateral acceleration Gy
The road surface friction coefficient μscs is calculated based on
At B16, the target yaw rate ψ'TR and the target sideslip angle βTR are calculated based on the road surface friction coefficient μscs, the vehicle speed Vscs, and the steering angle θH.

The calculations in steps SB4 to SB16 are performed by the second CPU 5b based on a well-known mathematical method.

Subsequently, in step SB18 of the flowchart shown in FIG. 6, the yaw rate deviation amount (| ψ′TR−ψ ′) between the yaw rate ψ ′ and the target yaw rate ψ′TR
|) And the amount of side slip angle deviation (| βTR−β |) between the vehicle body side slip angle β and the target side slip angle βTR are each an intervention determination threshold that is set in advance for the intervention determination of the yaw rate control described later. Value (control start threshold) Δψ'ST and ΔβST
Compare with 1. Then, the yaw rate deviation amount (| ψ '
TR−ψ ′ |) is greater than or equal to the intervention determination threshold value Δψ′ST, or if the side slip angle deviation (| βTR−β |) is greater than or equal to the intervention determination threshold value ΔβST1, The deviation of the turning posture of the vehicle with respect to is increasing,
It is determined that the SCS control intervention is necessary, and Step SB2
Go to 0. On the other hand, if the yaw rate deviation amount is smaller than the intervention determination threshold value Δψ′ST and the side slip angle deviation amount is smaller than the intervention determination threshold value ΔβST1, no SCS control intervention is required. And returns.

In the following step SB20, the side slip angle deviation amount (| βTR−β |) is set to a switch determination threshold value (control start threshold value) set in advance for the determination of switching to the side slip angle control described later. Compare with ΔβST2 (ΔβST2> ΔβST1). If the side slip angle deviation (| βTR−β |) is smaller than the switching determination threshold value ΔβST2, the process proceeds to step SB22, where the target yaw rate ψ′TR is set to SCS.
After setting as the control target value, the process proceeds to Step SB24, in which the yaw rate deviation amount (| ψ'TR-ψ '|) is multiplied by a preset control gain G1, and the SCS control amount ψ'amt
Is calculated.

Ψ'amt = G1 × | ψ'TR-ψ '| In other words, while it is determined that the change in the turning posture of the vehicle is relatively small and in a stable state, the yaw rate of the vehicle is changed by the driver's driving. In order to converge to the target yaw rate ψ'TR corresponding to the operation, the yaw rate deviation amount (| ψ'TR-ψ '
By causing a relatively small yaw moment proportional to |) to act on the vehicle, yaw rate control for smoothly changing the behavior of the vehicle so as to follow the driving operation of the driver is performed.

On the other hand, if the side slip angle deviation amount (| βTR−β |) is equal to or greater than the switching determination threshold value ΔβST2 in step SB20, the flow advances to step SB26 to set the target side slip angle βTR as the SCS control target value. After that, the process proceeds to Step SB28, in which the SCS control amount β is calculated by multiplying the side slip angle deviation amount (| βTR−β |) by a preset control gain G2.
Operate amt.

Βamt = G2 × | βTR−β | That is, when it is determined that the turning posture of the vehicle is about to collapse, the above-mentioned side slip angle deviation amount (| By applying a relatively large yaw moment to the vehicle in proportion to βTR−β |), side slip angle control for quickly correcting the turning posture of the vehicle is performed.

In step SB30 following step SB24 or step SB28, each sensor and H
U4 and other fail-safe determinations and processing are performed, and in the following step SB32, the SCS control, ABS control and T
The calculation results of the CS control are arbitrated by a predetermined method. An outline of the arbitration will be described. If the ABS control is performed when the SCS control is performed, the A control is performed.
By correcting the control amount of the BS control based on the SCS control amount ψ′amt or βamt, the SCS control is performed while giving priority to the ABS control. If the TCS control is being performed when the SCS control is to be performed, the operation of the pressurizing unit 3 and the HU 4 for the TCS control is stopped, and only the control of the output torque reduction of the engine 11 is performed. Thus, SCS control is executed.

Subsequently, at step SB34, SC
Based on the S control amount ψ'amt or βamt, the wheels 21FR, 21FL,... For applying the braking force for the SCS control are selected, and the selected wheels 21FR, 21FL, 21FL, 21FL,.
Are calculated respectively. If the yaw rate control increases the yaw rate ψ 'of the vehicle clockwise in the yaw rate control, and if the turning posture of the vehicle is corrected to the right side in the skid angle control, the outline of the selection of the wheels and the calculation of the braking force amount will be outlined. Is the right front wheel 21
The above SC for FR or right and left front wheels 21FR and 21RR
A braking force corresponding to the S control amount ψ'amt or βamt is applied to cause a clockwise yaw moment to act on the vehicle. Conversely, when increasing the vehicle yaw rate ψ 'counterclockwise,
When the turning posture of the vehicle is to be corrected to the left side, the left front wheel 21FL or the left front wheel 21FL, 2
A braking force corresponding to the SCS control amount ψ′amt or βamt is applied to 1RL to apply a counterclockwise yaw moment to the vehicle.

Then, in step SB36 following step SB34, a brake control amount (wheel cylinder pressure) for each brake 2 for applying a required braking force to each of the wheels 21FR, 21FL,... Selected in step SB34. ), And the corresponding HU
4 and the pressure reducing valves 43, 4
The valve opening degree of each of 3,... Is calculated.

In the following step SB38, an engine control amount corresponding to the amount of decrease in engine output necessary for stabilizing the behavior due to the deceleration of the vehicle is calculated. That is, in the control of the decrease in the output torque of the engine 11, the EGI controller 13 operates the actuator of the throttle valve to reduce the throttle valve opening regardless of the accelerator operation of the driver, and performs fuel cut or cylinder cut. The output torque of the engine 11 is reduced. The above-mentioned fuel cut is to instantaneously stop the fuel injection of all the cylinders of the engine 11, and the cylinder cut is to stop the fuel injection of some cylinders in the same manner.

Then, in step SB40, control is output to the pressurizing unit 3, HU4 and EGI controller 13 based on the calculation results in steps SB36 and step 38 to execute SCS control, and thereafter, the routine returns.

Thus, the front, rear, left and right wheels 21FR,
SC that applies braking force independently to each of 21FL, ...
The S-brake control causes a yaw moment to act around the center of gravity of the vehicle, and the SCS torque-down control that reduces the output of the engine 11 by a predetermined amount reduces the vehicle body speed so that the traveling direction of the vehicle converges on the target traveling direction. Controls the behavior of the vehicle.

(ABS Control) Next, the details of the ABS control will be described with reference to the flowchart shown in FIG. 7. In step SC1, based on an output signal from a brake on / off sensor (not shown) attached to the brake pedal 14, Then, it is determined whether or not the driver has performed a brake operation, and if it is determined that the brake operation has not been performed (NO), the process proceeds to step SC2, and the value of the brake flag Fbrake indicating whether or not the driver has performed the brake operation is set to Fbrake =
Return as 0. On the other hand, if it is determined that the brake operation has been performed, the process proceeds to step SC3, in which the road surface friction coefficient μ estimated and calculated from the wheel speeds v1, v2,... Of the wheels 21FR, 21FL,.
Based on the ABS, a target slip ratio sTR, which is a control target value of the wheel slip ratios s1, s2,..., And a start threshold sST for the ABS control are calculated.

Subsequently, in step SC4, the start threshold s is set in accordance with the value of a failure determination flag Ferr described later.
Correct ST. That is, while the failure determination of each sensor is not completed (Ferr = 1), the value of the start threshold value sST is corrected to a small value, and the ABS control is started while the wheel slip rates s1, s2,. To be done.

The control after step SC5 is performed for each wheel 21F.
R, 21FL,... Are performed individually. That is, first, in step SC5, the wheel slip rates s1, s2,
Are individually compared with the start threshold value sST. If the wheel slip rates s1, s2,... Are equal to or smaller than the start threshold value sST, the process proceeds to step SC6, while the wheel slip rates s1, s
If YES is larger than the start threshold value sST, the process proceeds to step SC7, where the brake flag Fbrake =
Set to 1 and proceed to step SC8. In addition, the above step S
In C6, the value of the brake flag Fbrake is determined, and Fbrake is determined.
If ake = 1 and YES during brake operation, step S
On the other hand, if Fbrake = 0 and NO if the brake operation is not being performed, the process returns. In other words, the ABS control, once started, determines whether the driver's brake operation is stopped or
Alternatively, the process is continued until the wheel slip rates s1, s2,... Of the square wheels reach the target slip rates sTR.

Subsequently, in steps SC8 and SC9,
A brake control amount B (wheel cylinder pressure) for controlling the braking force on each of the wheels 21FR, 21FL,... For executing the ABS control is calculated. That is, in step SC8,
The base control amount Bbase is determined according to the deviation between the wheel slip rates s1, s2,... And the target slip rate sTR of the wheels 21FR, 21FL,. Read from map. This map is stored electronically in the memory of the main controller 5,
Wheel slip ratio s1, s2 of each wheel 21FR, 21FL, ...
,... And the target slip rate sTR, the wheel cylinder pressure decreases as the deviation amount increases, and the wheel cylinder pressure decreases as the decrease change amount of the wheel slip rates s1, s2,. The wheel cylinder pressure is set so as to increase as the increasing change amount of the wheel slip rates s1, s2,... Increases.

In step SC9, a brake control amount B is calculated by multiplying the base control amount Bbase by a preset control gain k1. At this time, the above step SC
Similarly to 4, the control gain k1 is corrected in accordance with the value of a failure determination flag Ferr described later. That is, if the failure determination of each sensor has not been completed (Ferr = 1), the value of the control gain k1 is largely corrected to increase the brake control amount B, thereby improving the responsiveness of the ABS control.

Finally, in step SC10, the control output to the HU 4 is executed based on the calculated brake control amount B, and the pressurizing valves 41, 41,.
, 43,.
The braking forces on the wheels 21FR, 21FL,... Are respectively controlled by increasing and decreasing the wheel cylinder pressures of 2,. As a result, the wheel slip ratio s of the wheels 21FR, 21FL,.
, S2,... Are controlled so as to be the optimum target slip ratios sTR according to the road surface conditions, respectively.
R, 21FL,... Generate the maximum braking force.

(TCS Control) Next, the details of the TCS control will be described with reference to the flowchart shown in FIG. 8. In step SD1, it is determined whether or not the throttle valve of the engine 11 is opened by the accelerator operation by the driver. When it is determined that the throttle valve is not in the open state, that is, when the determination is NO, the process proceeds to step SD2, where an accelerator flag Fac indicating whether or not an accelerator operation is performed by the driver.
Return the value of c as Facc = 0. On the other hand, if it is determined that the accelerator operation has been performed (YES), step S
Proceeding to D3, the control target of the wheel slip ratios s1, s2,... Based on the road surface friction coefficient μTCS estimated from the wheel speeds v1, v2 of the left and right front wheels 21FR, 21FL which are the drive wheels, the vehicle speed and the engine output. A target slip ratio sTR, which is a value, and a start threshold value sST of the TCS control are calculated.

Subsequently, in step SD4, the start threshold value sST is corrected in accordance with the value of a failure determination flag Ferr described later. That is, while the failure determination of each sensor is not completed (Ferr = 1), the value of the start threshold value sST is corrected to a small value, and the TCS control is started while the wheel slip rates s1, s2,. To be done.

In step SD5, the left and right front wheels 21FR,
The wheel slip rates s1 and s2 of 21FL are individually compared with the start threshold value sST. If both of the wheel slip rates s1 and s2 are equal to or less than the start threshold value sST, step SD
On the other hand, if the answer is YES in step S7, that is, if any of the wheel slip rates s1 and s2 is larger than the start threshold value sST, the flow proceeds to step SD7 to set the accelerator flag Facc = 1, and proceeds to step SD8. In step SD6, the value of the accelerator flag Facc is determined. If Facc = 1 and the accelerator operation is being performed, the process proceeds to step SD8, while Facc
If the accelerator operation is not being performed at = 0, the routine returns. That is, similarly to the ABS control, the TCS control is continued until the driver once stops the accelerator operation, or until the wheel slip rates s1, s2 of the left and right front wheels 21FR, 21FL both reach the target slip rate sTR. You.

Subsequently, steps SD8, SD9 and SD
In step 10, a brake control amount B (wheel cylinder pressure) for controlling the driving force to the left and right front wheels 21FR and 21FL and a control amount (engine control amount) E for decreasing the output torque of the engine 11 are calculated. That is, step SD
In 8, the base control amount Bbase of the brake control amount B is calculated for each of the left and right front wheels 21FR and 21FL by the deviation between the wheel slip rates s1, s2 and the target slip rate sTR, and the wheel slip rates s1, s2, Is read from the map in accordance with the amount of change of. This map is electronically stored in the memory of the main controller 5, and the larger the deviation between the wheel slip rates s1, s2 and the target slip rate sTR, the larger the wheel cylinder pressure. The wheel cylinder pressure is set such that the larger the amount of decrease in the slip ratios s1, s2,..., The lower the wheel cylinder pressure, while the larger the amount of increase in the wheel slip ratios s1, s2,.

In the following step SD9, the above step S
Similarly to D8, a base control amount Ebase of the engine control amount E by the EGI controller 13 is obtained. The engine base control amount Ebase is read from a map stored in the memory of the main controller 5 similarly to the base control amount Bbase of the brake control amount B. In this map, the wheel slip ratios s1 and s2 and the target slip Rate s
The larger the deviation from TR, the greater the decrease in output torque, and the wheel slip ratios s1, s2,.
Are set such that the larger the amount of decrease in the output torque, the smaller the amount of decrease in the output torque, while the greater the amount of increase in the wheel slip rates s1, s2,..., The greater the amount of decrease in the output torque.

Then, in step SD10, the above SD
8 and SD9, the brake control amount Bbase and the engine control amount Ebase are multiplied by preset control gains k1 and k2, respectively, to calculate the brake control amount B and the engine control amount E. At this time, similarly to step SD4, the control gains k1 and k2 are corrected in accordance with the value of a failure determination flag Ferr described later. That is, if the failure determination of each sensor has not been completed (Ferr =
1) The responsiveness of the TCS control is enhanced by increasing the brake control amount B and the engine control amount E by largely correcting the values of the control gains k1 and k2.

Finally, in step SD11, based on the calculated brake control amount B, the pressurizing units 3, H
U4 and the control output to the EGI controller 13 are executed, and the pressurizing valves 41, 41 and the depressurizing valves 43, 43 attached to the left and right front wheels 21FR, 21FL are respectively opened and closed to operate the wheel cylinder pressures of the brakes 2, 2. The braking force of the left and right front wheels 21FR and 21FL is respectively controlled by increasing or decreasing. At the same time, the throttle valve opening is reduced by operating the throttle valve actuator by the EGI controller 13 based on the calculated engine control amount E, and fuel cut or cylinder cut is performed.
The output torque of the engine 11 is reduced. This allows
The driving force to each of the left and right front wheels 21FR and 21FL is controlled, and the front wheels 21FR and 21FL generate the maximum driving force.

(Failure Determination of Each Sensor and Estimation Calculation of Turning State Amount) Next, as characteristic parts of the present invention, wheel speed sensors 6, 6,..., Lateral acceleration sensor 7, yaw rate sensor 8 in fail-safe determination and processing. The procedure of the failure determination by the failure determination unit 5c such as the steering angle sensor 9 and the contents of the estimation calculation of the turning state quantity by the estimation calculation unit 5d will be described with reference to FIGS. 9, 10, and 11. FIG.

Step S in the flowchart shown in FIG.
At E1, a failure determination of the wheel speed sensors 6, 6,. This is because the vehicle speed Vscs is higher than a predetermined value,
Any one of the four wheels or two specific wheels 21F
When the wheel speeds v1, v2,... Of R, 21FL,... Are continuously lower than the vehicle speed Vscs for a predetermined time or more, the wheel speed sensors 6, 6 of the specific wheels 21FR, 21FL,. ,... Are determined to have failed. Therefore, since the determination result is determined immediately after the vehicle starts moving, it is considered that the failure determination has always been completed before the above-described SCS control or ABS control is started. In addition, TCS
The control is prohibited until the failure determination of the wheel speed sensors 6, 6,. If it is determined in step SE1 that the wheel speed sensors 6, 6,.
The process proceeds to step SE2 to store the normal determination of the wheel speed sensors 6, 6,... In the memory, while if YES is determined to be faulty, the process proceeds to step SE3 to proceed to step SE3.
The abnormality determination of 6,... Is stored in the memory.

Subsequently, at step SE4, the wheel speed v1
, V2,..., The deceleration state of the vehicle at or above a predetermined level is determined. That is, when it is determined that the change rate of the wheel speeds v1, v2,... Of the wheels 21FR, 21FL,.
, The wheel speeds v1, v2,... Of the wheels 21FR, 21FL,... Are rapidly decreasing, and the vehicle is in a predetermined deceleration state by the driver's braking operation. When it is determined, the process proceeds to step SE5.

In step SE5, the longitudinal acceleration detected by the longitudinal acceleration sensor is used to determine the wheel speeds v1, v2,
Are determined to be within a predetermined range estimated from the change rate of. That is, the failure determination of the longitudinal acceleration sensor is performed based on whether the longitudinal acceleration acting on the vehicle has a large value corresponding to the deceleration due to the braking of the vehicle, and if YES within a predetermined range, the process proceeds to step SE6. While proceeding, the normal determination of the longitudinal acceleration sensor is stored in the memory. If NO is determined not to be within the predetermined range, the process proceeds to step SE7 to store the abnormality determination of the longitudinal acceleration sensor in the memory.

Subsequently, in step SE8, it is determined whether the brake fluid pressure of the master cylinder 10 detected by the fluid pressure sensor 33 is within a predetermined range estimated from the rate of change of the wheel speeds v1, v2,. Determine whether or not. That is,
The failure of the hydraulic pressure sensor 33 is determined based on whether or not the hydraulic pressure generated in the master cylinder 10 has a large value corresponding to the deceleration due to the braking of the vehicle. If YES in a predetermined range, the process proceeds to step SE9. Proceeding and storing the normal determination of the hydraulic pressure sensor 33 in the memory,
If the determination is O, the process proceeds to step SE10, and the abnormality determination of the hydraulic pressure sensor 33 is stored in the memory.

Following the flow shown in FIG. 9, in step SF1 of the flowchart shown in FIG. 10, the deviation amount (| v3 -v4) between the wheel speeds v3 and v4 of the left and right rear wheels 21RR and 21RL as driven wheels. Is determined to be greater than or equal to a predetermined value. If the deviation is smaller than the predetermined value (NO), the vehicle is not in a predetermined turning state, so that the lateral acceleration sensor 7, the yaw rate When it is determined that the failure determination of the sensor 8 and the steering angle sensor 9 cannot be performed, the process proceeds to Step SF2, and the value of the failure determination flag Ferr is set to Ferr = 1, and
Return after a while.

When the failure determination flag Ferr = 1, steps SF3, SF12, SF1 to be described later are performed.
3 and in steps SG5 and SG6 shown in FIG. 11, respectively, the steering angle, the lateral acceleration, and the yaw moment are estimated and calculated, and the estimated calculation values are input to the second CPU 5b, and these estimation calculations are performed. The above-described SCS control is executed based on the value. Also,
The control gains G1 and G2 in the SCS control are reduced and corrected by a predetermined ratio, and the SCS control amount ψ '
amt and βamt are suppressed small. At the same time, when the failure determination flag Ferr = 1, as described above, in the ABS control and the TCS control, the control start threshold value sST is corrected to be small, and the control gains k1,
k2 is largely corrected, thereby increasing the control sensitivity of the ABS control and the TCS control.

On the other hand, in the above-mentioned step SF1, the left and right wheel speed deviation amounts (| v3-v4 |) are equal to or greater than a predetermined value.
If S, it is determined that the vehicle is turning more than a predetermined state, and the process proceeds to step SF3. This step SF3
Then, it is determined whether or not the detection value (steering angle) θH detected by the steering angle sensor 9 is within a predetermined range estimated from the wheel speed deviation amount (| v3−v4 |). That is,
Wheel speed deviation between left and right rear wheels 21RR, 21RL (| v3 -v
4 |) and the steering angle θH, the following relational expression is established with the turning radius of the vehicle as R. First, an estimated value of the steering angle is calculated by an estimation calculation using this expression, and Next, it is determined whether or not the detected value θH of the steering angle sensor 9 is within a predetermined range near the estimated value.

1 / R = | v3−v4 | × m1 (Equation 1) R = WB / tan (θH / m2) + TD / 2 (Equation 2) where WB: Wheel base TD of vehicle : Rear wheel treads m1, m2 of the vehicle: Constants determined by vehicle specifications such as a steering mechanism. If the detected value θH by the steering angle sensor 9 is not a value within the above-mentioned predetermined range, the process proceeds to step SF11, where the steering angle is determined. While the determination of the abnormality of the sensor 9 is stored in the memory, if the detected value θH of the steering angle sensor 9 is YES within the predetermined range, the process proceeds to step SF4, where the steering angle sensor 9
Is stored in the memory.

Subsequently, at step SF5, it is determined whether or not the detected value (yaw rate) ψ 'of the yaw rate sensor 8 is within a predetermined range estimated from the detected value θH of the steering angle sensor 9 and the vehicle speed Vscs. If the answer is YES in the predetermined range, the process proceeds to step SF6 to store the normality of the yaw rate sensor 8 in the memory. If the answer is NO in the predetermined range, the process proceeds to step SF7 to proceed to step SF7. Is stored in the memory.

Subsequently, in step SF8, similarly to the failure determination of the yaw rate sensor 8 in step SF5, the detection value (lateral acceleration) G of the lateral acceleration sensor 7 is obtained.
It is determined whether or not y is within a predetermined range estimated from the detected value θH of the steering angle sensor 9 and the vehicle speed Vscs, and if YES in the predetermined range, the normality determination is stored in the memory in step SF9. On the other hand, if NO is determined not to be within the predetermined range, the abnormality determination is stored in the memory in step SF10, and thereafter, step SG10 in the flowchart shown in FIG.
Proceed to.

That is, if the steering angle sensor 9 is determined to be normal,
As in the flow of steps SF5 to SF10 described above, the failure determination of the yaw rate sensor 8 and the lateral acceleration sensor 7 is performed based on the detected value θH of the steering angle sensor 9.

On the other hand, it is determined in step SF3 that the steering angle sensor 9 is out of order, and the determined abnormality is stored in the memory in step SF11. Then, in step SF12, the vehicle is determined based on the above (Equation 1). In step SF13, the lateral acceleration acting on the vehicle is estimated and calculated based on the calculated turning radius R and the vehicle speed Vscs.

Estimated calculated value of lateral acceleration = (V / 3.6) 2 /(9.8×R) Then, in step SF14, the detected value Gy detected by the lateral acceleration sensor 7 is within a predetermined range near the estimated calculated value of the lateral acceleration. Is determined. If YES in the predetermined range, the flow advances to step SF15 to store the normal determination of the lateral acceleration sensor 7 in the memory. Thereafter, the flow advances to step SG1 in the flowchart shown in FIG. 11, while if NO in the predetermined range, If step SF16
Then, the abnormality determination is stored in the memory, and thereafter, the process proceeds to step SG5 of the flowchart shown in FIG.

Step S in the flowchart shown in FIG.
In G1, the yaw rate acting on the vehicle is estimated and calculated based on the detection value Gy detected by the lateral acceleration sensor 7 and the vehicle speed Vscs.

Estimated calculated value of yaw rate = Gy / Vscs−Vscs Then, in a succeeding step SG2, it is determined whether or not the detected value ψ ′ by the yaw rate sensor 8 is within a predetermined range near the estimated calculated value of the yaw rate. And Y within a predetermined range
If ES, the process proceeds to step SG3 to store the normal determination of the yaw rate sensor 8 in the memory, while if NO is not within the predetermined range, the process proceeds to step SG4 to store the abnormal determination of the yaw rate sensor 8 in the memory. SG
Go to 10.

That is, if the steering angle sensor 9 is determined to be abnormal and the lateral acceleration sensor 7 is determined to be normal, the detection value Gy detected by the lateral acceleration sensor 7 is used as a reference, as in steps SG1 to SG4. To determine the failure of the yaw rate sensor 8.

On the other hand, step SF1 in FIG.
It is determined in Step 3 that the lateral acceleration sensor 7 is out of order, and in Step SG5 of FIG. 11 which proceeds after storing the abnormality determination in the memory in Step SF15, the left and right sides are determined by the above (Equation 1) and (Equation 2). Based on the wheel speed deviation amount (| v3 -v4 |), the steering angle is estimated and calculated. In the next step SG6, the estimated steering angle θ is calculated.
The yaw rate is estimated and calculated based on Hest and the vehicle speed Vscs.

Estimated calculated value of yaw rate = θHest × Vscs
× {(1−kVscs 2) WB} Then, in the following step SG7, the yaw rate sensor 8
It is determined whether or not the detected value に よ る ′ is a value within a predetermined range in the vicinity of the estimated operation value of the yaw rate, and if YES in the predetermined range, the process proceeds to Step SG8 to store the normality of the yaw rate sensor 8 in the memory. On the other hand, if NO is not within the predetermined range, the process proceeds to step SG9, where the determination of the abnormality of the yaw rate sensor 8 is stored in the memory, and thereafter, the process proceeds to step SG10.

That is, if both the steering angle sensor 9 and the lateral acceleration sensor 7 are determined to be abnormal, the wheel speed sensors 6
The failure determination of the yaw rate sensor 8 is performed based on the left and right wheel speed deviation amounts (| v3-v4 |) obtained based on the detection values v1, v2,.

Finally, in step SG10, steps SE6, SE7, SE9, SE10 in FIG. 9 and steps SF4, SF6, SF7, SF9, SF10, SF in FIG.
15SF16, steps SG3, SG4, SG in FIG.
8. Based on the failure determination result of each sensor stored in the memory in each step of SG9, it is determined whether all the sensors are normal. If all the sensors have been determined to be normal, the process proceeds to step SG11, where the value of the failure determination flag Ferr is set to Ferr = 0, and thereafter, the process returns. By setting the failure determination flag Ferr to 0, the SCS control based on the above-described estimated calculation value is stopped simultaneously with the end of the control, and the normal SCS control is performed based on output signals from all normally operating sensors. Will be executed. In addition, the control sensitivity of the ABS control and the TCS control is continuously increased until the control ends, so that the control amounts of the ABS control and the TCS control are prevented from suddenly changing simultaneously with the end of the sensor failure determination.

On the other hand, if it is determined in step SG10 that one of the sensors has failed and the abnormality has been determined, the process proceeds to step SG12, in which a normal S
As a warning indicating that CS control cannot be executed, for example, a warning indicator light is turned on to call the driver's attention,
Return after a while. At this time, the failure determination flag Fer
Since r = 1 remains, the control sensitivity of the SCS control and the ABS control and the TCS control based on the estimated operation value as described above is continued until the ignition is turned off.

Incidentally, in addition to the wheel speed sensors 6, 6,..., The lateral acceleration sensor 7, the yaw rate sensor 8, the steering angle sensor 9, the hydraulic pressure sensor 33, the longitudinal acceleration sensor, and the breakage of a brake on / off sensor, etc. In the case where only a failure needs to be determined, a failure determination is performed based on the presence or absence of a pulse input to the main controller 5 at the same time as the ignition is turned on.

As described above, according to the vehicle slip control device of this embodiment, the wheel speed sensors 6 and 6 are not used until the failure determination of all the sensors by the failure determination unit 5c provided in the main controller 5 is completed. The behavior control of the vehicle is performed based on the output signals from 6, 6,... And the estimated calculation values of the lateral acceleration, yaw rate, and steering angle by the estimation calculation unit 5d. For this reason, even if the steering angle sensor 9 is out of order, it is possible to prevent erroneous behavior control based on the detected value θH of the faulty steering angle sensor 9, whereby the driver feels great discomfort. Can be prevented, and the turning posture of the vehicle can be prevented from being collapsed due to incorrect behavior control.

Until the failure determination by the failure determination unit 5c is completed, the control amounts ψ′amt and βamt of the SCS control are suppressed to a small value by the control correction unit 5e, and conservative S
Since CS control is performed, SCS is caused by an estimation error between the estimated operation value by the estimation operation unit 5d and the actual turning state amount.
Even if the control becomes insufficient, the uncomfortable feeling felt by the driver can be reduced.

Further, until the failure determination by the failure determination unit 5c is completed, the control start threshold value sST of the ABS control and the TCS control is reduced by the control correction unit 5e, and the control gains k1 and k2 are increased. ABS control and T
Since the control sensitivity of the CS control is increased, it is possible to reliably prevent the locked state and the idling state of the wheels 21FR, 21FL,... While the collapse of the vehicle body posture is slight. Even if the SCS control becomes insufficient due to the estimation error in 5d, the steering stability of the vehicle can be ensured.

(Other Embodiments) The present invention is not limited to the above embodiments, but includes various other embodiments. That is, in the above-described embodiment, the same TCS control is executed both when the vehicle is traveling straight and when turning, but the present invention is not limited to this. The sST and the control target value sTR may be made smaller than when the vehicle is traveling straight, and the TCS turning control for controlling the turning posture of the vehicle to be more stable may be executed.

In this case, for example, before the failure determination of the steering angle sensor 9 is completed, the wheel speed sensors 6, 6,
, The steering angle may be estimated and calculated by (Equation 1) and (Equation 2) based on the detected value, and the TCS turning control may be executed based on the estimated calculation value.
Alternatively, the TCS turning control may be executed based on a value detected by the yaw rate sensor 8 or the lateral acceleration sensor 7.

In the above embodiment, the failure determination unit 5c
The control amounts 判定 ′ amt, βamt of the SCS control are suppressed to a small value until the failure determination of each sensor by the above is completed.
ψ′ST, ΔβST1, and ΔβST2 are corrected to be small so that the SCS control is executed as soon as possible while the turning posture of the vehicle is extremely small, so that the steering stability of the vehicle is ensured. You may.

[0086]

As described above, according to the slip control apparatus for a vehicle according to the first aspect of the present invention, the vehicle enters a predetermined turning state and the failure determination of the turning state amount detecting means by the failure determining means ends. In the meantime, the behavior of the vehicle is controlled based on the estimated value of the turning state amount by the estimation means, so that it is possible to prevent the driver from feeling great discomfort due to erroneous behavior control. It is possible to prevent collapse of the turning posture of the vehicle due to the behavior control.

According to the second aspect of the present invention, the lock state and the idling state of each wheel of the vehicle are reliably prevented by increasing the control sensitivity of the slip control means until the failure determination by the failure determination means is completed. To improve the steering stability.

According to the third aspect of the present invention, by reducing the control start threshold value of the slip control means, the frequency of control can be increased and the control sensitivity can be increased.

According to the fourth aspect of the present invention, by increasing the control gain of the slip control means, control responsiveness can be increased and control sensitivity can be increased.

According to the fifth aspect of the present invention, the behavior control is restrained until the failure determination by the failure determination means is completed. Even if the behavior control becomes insufficient,
The discomfort felt by the driver can be reduced.

According to the seventh aspect of the invention, until the failure determination by the failure determination means is completed, the behavior control of the vehicle by the behavior control means is executed earlier while the collapse of the turning posture is extremely small. This makes it possible to ensure the steering stability of the vehicle.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a vehicle to which a slip control device according to the present invention is applied.

FIG. 2 is a configuration diagram showing a hydraulic system of a brake.

FIG. 3 is a functional block diagram illustrating a configuration of a main controller.

FIG. 4 is a flowchart showing an outline of basic control.

FIG. 5 is a flowchart illustrating a control procedure in the first half of SCS control;

FIG. 6 is a flowchart illustrating a control procedure in the latter half of SCS control.

FIG. 7 is a flowchart illustrating the procedure of ABS control.

FIG. 8 is a flowchart illustrating a procedure of TCS control.

FIG. 9 is a flowchart illustrating a control procedure for determining a failure of a wheel speed sensor, a longitudinal acceleration sensor, and a hydraulic pressure sensor.

FIG. 10 is a flowchart illustrating a control procedure in a first half of a failure determination of a steering angle sensor, a lateral acceleration sensor, and a yaw rate sensor.

FIG. 11 is a flowchart showing a control procedure in the latter half of the failure determination and estimation calculation of FIG. 10;

[Description of Signs] 5a First CPU (slip control unit) 5b Second CPU (behavior control unit) 5c Failure determination unit (failure determination unit) 5d Estimation calculation unit (estimation unit) 5e Control correction unit (slip control correction) Means, behavior control correction means) 6, 6, 6, 6 Wheel speed sensor 7 Lateral acceleration sensor (turning state amount detecting means) 8 Yaw rate sensor (turning state amount detecting means) 9 Steering angle sensor (turning state amount detecting means) 21FR , 21FL, 21RR, 21RL wheels sST control start threshold (control start threshold of slip control means) k1, k2 control gain (control gain of slip control means) θH steering steering angle 操 'amt, βamt SCS control amount ( Control amount of behavior control means)

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Tetsuya Tachihata 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd.

Claims (7)

[Claims] 1. A vehicle in which a plurality of traveling state quantities including a turning state quantity corresponding to a turning traveling state of a vehicle are detected, and the traveling state quantity of the vehicle converges to a target traveling state quantity based on the detected values. A turning state amount detecting means for detecting a turning state amount of the plurality of running state amounts, wherein the vehicle is in a predetermined turning traveling state. When the turning state quantity corresponding to the turning state quantity detecting means for which the failure judgment by the fault judging means has not been completed is determined, Estimating means for estimating based on the detected value of the traveling state quantity of the vehicle. The attitude control means estimates the turning state quantity by the estimating means until the failure determination of the turning state quantity detecting means by the failure determining means is completed. Slip control system for a vehicle, characterized by being configured to execute the behavior control of the vehicle based on an estimate of has been turning state quantity. 2. A slip control means according to claim 1, wherein a value relating to slip of each wheel is controlled to a predetermined value or less based on an output signal from a wheel speed sensor for detecting a wheel speed of each wheel of the vehicle. A slip control device for a vehicle, comprising: slip control correcting means for increasing the control sensitivity of the slip control means until the failure determination of the turning state amount detecting means by the determining means is completed. 3. The slip control correction means according to claim 2, wherein the slip control correction means reduces the control start threshold value of the slip control means until the failure determination of the turning state amount detection means by the failure determination means is completed. A slip control device for a vehicle. 4. The slip control correction means according to claim 2, wherein the slip control correction means increases the control gain of the slip control means until the failure determination of the turning state amount detection means by the failure determination means is completed. Vehicle slip control device. 5. The control amount of the behavior control of the vehicle by the behavior control means until the failure determination of the turning state quantity detection means by the failure determination means is completed. A vehicle slip control device comprising a behavior control correction means. 6. The vehicle slip control device according to claim 1, wherein the turning state quantity is a steering angle. 7. The behavior control correcting means for correcting the control start threshold value of the behavior control of the vehicle by the behavior control means to a small value until the failure determination of the turning state amount detection means by the failure determination means is completed. A slip control device for a vehicle, wherein the slip control device is provided.