JPH1199922A - Vehicle posture control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle posture control system capable of performing a posture control according to the operating skill of a driver. SOLUTION: An SCS.ECU10 of a vehicle favorably sets the end timing of an SCS control based on a vehicle speed, road surface friction coefficient, and steering angle absolute value, and judges the operating skill amount of a driver based on the averaged value of an SCS control state amount deviation (yaw rate deviation or side slip angle deviation) and the averaged value of a variation in operating amount during the SCS control of running control equipment (for example, steering wheel). Also the end timing of the SCS control is varied according to the operating skill of a driver to properly perform the SCS control according to the operating skill of the driver on an ad hoc basis.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle attitude control device for suppressing a vehicle from drifting out or spinning when turning, when avoiding an emergency obstacle, or when the road surface condition changes suddenly. More particularly, the present invention relates to a vehicle attitude control device that changes the end timing of the attitude control according to the driving skill of a driver.

[0002]

2. Description of the Related Art Generally, when the grip force of some wheels reaches a limit, for example, when the vehicle is turning, the running stability of the vehicle deteriorates. For example, when the grip force of the front wheels reaches the limit during turning, the vehicle cannot turn along the turning course intended by the driver, and often causes a phenomenon of running out of the turning course, so-called drift-out. On the other hand, when the grip force of the rear wheel reaches the limit, a phenomenon that the vehicle spins so as to be caught inside the turning course often causes so-called spin.

[0003] In recent years, based on vehicle state quantities such as the yaw rate and steering angle of a running vehicle, the vehicle drifts out or spins during turning, when avoiding an emergency obstacle, or when the road surface condition changes suddenly. Many vehicles provided with a posture control device that suppresses the occurrence of a vehicle have been proposed. For example, Japanese Patent Laying-Open No. 6-69230 discloses a technique in which a target yaw rate is regulated according to a side slip angle during attitude control according to the target yaw rate. Also,
In the specification of Japanese Patent Application No. 9-186977 of the present applicant, the yaw rate control or the side slip angle control is performed in accordance with the state quantity of the vehicle, and then the control is shifted from the yaw rate control to the side slip angle control. There is disclosed a vehicle attitude control device configured to reduce the control shock.

[0004]

By the way, in a conventional vehicle provided with such an attitude control device, the occurrence of drift-out or spin is suppressed automatically before it occurs. Although there is an advantage that driving stability or maneuverability is enhanced, such attitude control may rather hinder a driver's free operation. For example, in the case of a driver having a relatively high driving skill, even if the driving state becomes unstable, it is often possible to stabilize the vehicle by itself without relying on such attitude control, and in such a case, It is preferable to end the posture control early and leave it to the operation of the driver because it does not give a feeling of strangeness to the driver.

[0005] On the other hand, in the case of a driver who does not have a high driving skill, it is preferable to continue the posture control as long as possible until the running state of the vehicle is sufficiently stabilized. However, the conventional attitude control device has a problem that it is not possible to perform attitude control flexibly according to the driving skill of the driver.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned conventional problems, and it is an object of the present invention to provide a vehicle attitude control apparatus capable of performing attitude control flexibly according to a driver's driving skill or the like. Is a problem to be solved.

[0007]

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems. According to the present invention, when a vehicle is running, a predetermined posture state amount of a vehicle is controlled by independently controlling braking devices provided on each wheel. In a vehicle attitude control device for controlling the attitude of the vehicle by following the target value, control end timing changing means for changing (setting, correcting) the attitude control end timing according to the running state of the vehicle is provided. It is characterized by having.

In this attitude control device, the end timing of the attitude control can be changed in accordance with the running state of the vehicle. By doing so, it is possible to increase the driver's degree of freedom in maneuvering while ensuring the running stability of the vehicle. On the other hand, for a driver whose driving skill is relatively low, by delaying the end timing of the posture control, the posture control can be continued until the running state of the vehicle is sufficiently stabilized. Therefore, the posture control can be performed flexibly according to the driving skill of the driver.

In the attitude control device, it is preferable that the end timing of the attitude control is set later as the road surface friction coefficient is lower. This is because when the road surface friction coefficient is low, the running stability of the vehicle is particularly deteriorated, so that even if the driver has a high driving skill, it is preferable from the viewpoint of safety to actively perform the posture control.

In the above attitude control device, the end timing of the attitude control is set later as the deviation of the actual measured value of the attitude state quantity from the target value (hereinafter referred to as “posture state quantity deviation”) is larger. Is preferred. This is because it is presumed that the larger the posture state quantity deviation, the lower the driving skill of the driver. Therefore, in this way, a driver having relatively high driving skill can have a higher degree of freedom in maneuvering,
On the other hand, it is possible to more positively control the attitude of a driver having a relatively low driving skill, thereby improving running stability.

In the above attitude control device, it is preferable that the end timing of the attitude control is set later as the vehicle speed becomes higher. This is because when the vehicle speed is high, the running stability of the vehicle is particularly deteriorated, and it is preferable from the viewpoint of safety that the attitude control is actively performed to enhance the running stability.

In the above attitude control device, it is preferable that the end timing of the attitude control is set later during the turning travel than during the straight travel. This is because the traveling stability of the vehicle is particularly deteriorated during the cornering, and it is preferable from the viewpoint of safety to enhance the traveling stability by positively controlling the attitude.

In the above attitude control device, the end timing of the attitude control is set later as the operation amount of a predetermined operating device (for example, a steering wheel, a throttle valve, a brake, etc.) for controlling the running state of the vehicle is larger. Preferably. This is because it is estimated that the greater the amount of operation of the operating device, the lower the driving skill of the driver. Therefore, in this manner, a driver having relatively high driving skill can have a higher degree of freedom in maneuvering, while a driver having relatively low driving skill can more actively control the attitude. Driving stability.

In the above attitude control device, as a specific method of delaying the end timing of the attitude control, the attitude control is ended when the attitude state quantity or the attitude state quantity deviation becomes smaller than a predetermined end threshold value. Then, the end threshold value is changed (corrected) in the decreasing direction. Further, there is a method of correcting the control gain in the posture control in a decreasing direction. In addition,
The end threshold value may be corrected in the decreasing direction, and the control gain of the attitude control may be decreased. In any case, the end timing of the posture control can be easily and effectively delayed.

[0015]

Embodiments of the present invention will be specifically described below with reference to the accompanying drawings. [Control Block Configuration of Attitude Control Apparatus] First, a control block configuration of the attitude control apparatus for a vehicle according to the present embodiment will be described. FIG. 1 is a diagram illustrating an overall configuration of a control block of a vehicle attitude control device according to an embodiment of the present invention.

As shown in FIG. 1, this attitude control device comprises:
For example, at the time of cornering of a vehicle, at the time of avoiding an emergency obstacle, or at the time of a sudden change in road surface conditions, etc., the braking force to each of the front, rear, left and right wheels is controlled in order to suppress the skid and spin of the running vehicle. Each wheel has an FR (right front wheel) brake 31 including a hydraulic disc brake and the like,
L (left front wheel) brake 32 and RR (right rear wheel) brake 33
And an RL (left rear wheel) brake 34 are provided. These FR, FL, RR, RL brakes 31 to 34 are
Each is connected to the hydraulic control unit 30. The hydraulic control unit 30 is connected to the wheel cylinders (not shown) of the FR, FL, RR, and RL brakes 31 to 34, and applies a hydraulic pressure to the wheel cylinders of the brakes 31 to 34 to apply a braking force to each wheel. Is added. The hydraulic control unit 30 is connected to the pressurizing unit 36 and the master cylinder 37. Master cylinder 37 generates a primary hydraulic pressure in accordance with the pedaling pressure of brake pedal 38. The primary hydraulic pressure is introduced into the pressurizing unit 36, is pressurized to the secondary hydraulic pressure by the pressurizing unit 36, and is introduced into the hydraulic control unit 30. The hydraulic control unit 30 is
SCS · ECU 10 electrically connected to ECU 10
FR, FL, RR, RL according to the braking control signal from
The distribution control of the hydraulic pressure to the brakes 31 to 34 controls the braking force to each wheel.

SCS (STABILITY CONTROLLED SYSTEM)
The ECU (ELECTRONIC CONTROLLED UNIT) 10 controls the braking of the front, rear, left and right wheels as the attitude control device of the present embodiment, and also controls the well-known ABS (antilock brake system) and TCS (traction system). (Control system) It is an arithmetic processing unit that also controls. The SCS / ECU 10 includes an FR wheel speed sensor 11, an FL wheel speed sensor 12, and an RR wheel speed sensor 1.
3, RL wheel speed sensor 14, vehicle speed sensor 15, steering angle sensor 16, yaw rate sensor 17
, Lateral acceleration sensor 18, longitudinal acceleration sensor 19, brake pedal pressure sensor 35, EGIECU 2
0 and the TCS off switch 40 are connected.

An outline of the ABS control and the TCS control will be described. ABS control means that when a sudden braking operation is performed while the vehicle is running and the wheels are likely to lock on the road surface, the vehicle is stopped while automatically controlling the braking force on the wheels to suppress the locking of the wheels. It is a control system. The TCS control is a control system that allows the vehicle to travel while suppressing the phenomenon that the wheels slip on the road surface while the vehicle is traveling by controlling the driving force or the braking force applied to each wheel.

[0019] FR wheel speed sensor 11 outputs a detection signal v ₁ of the right front wheel speed SCS · ECU 10. FL
Wheel speed sensor 12 outputs a detection signal v ₂ of the left front wheel speed SCS · ECU 10. RR wheel speed sensor 13
Transmits the detection signal v ₃ of the wheel speed of the right rear wheel to the SCS / ECU 1
Output to 0. RL wheel speed sensor 14 outputs a detection signal v ₄ wheel speeds of the left rear wheel to the SCS · ECU 10. The vehicle speed sensor 15 outputs a detection signal V of the traveling speed of the vehicle to the SCS.
・ Output to ECU10. Steering angle sensor 16
Calculates the steering rotation angle detection signal θ _H as SCS · EC
Output to U10. The yaw rate sensor 17 outputs a yaw rate detection signal 発 生 actually generated in the vehicle body to the SCS / ECU.
Output to 10 The lateral acceleration sensor 18 outputs a detection signal Y of the lateral acceleration actually generated in the vehicle body to the SCS / EC.
Output to U10. The longitudinal acceleration sensor 19 outputs a detection signal Z of the longitudinal acceleration actually generated in the vehicle body to the SCS.
・ Output to ECU10. Brake depression force sensor 35
Is provided in the pressurizing unit 36 and the brake pedal 38
And it outputs a detection signal P _B of pedal force pressure SCS · ECU 10. The TCS off switch 40 is a switch for forcibly stopping wheel spin control (traction control), which will be described later, and outputs the switch operation signal S to the SCS ECU 10.
Output to

EGI (ELECTRONIC GASOLINE INJECTION)
The ECU 20 includes an engine 21 and an AT 22 (AUTOMATIC
TRANSMISSION) and the throttle valve 23, and controls output control of the engine 21, shift control of the AT 22, and open / close control of the throttle valve 23.
The SCS-ECU 10 and the EGI-ECU 20
U, a ROM, a RAM, and executes a posture control program and an engine control program stored in advance based on the input detection signals.

[Schematic Description of Posture Control] In the posture control of this embodiment, a turning moment and a deceleration force are applied to the vehicle body by controlling the braking of each wheel to suppress the sideslip of the front wheels or the rear wheels. For example, when the rear wheel is likely to skid during turning of the vehicle (spin), a brake is mainly applied to the front outer wheel, and an outward moment is applied to suppress the entrainment behavior inside the turning. Also, when the front wheels are likely to skid to the outside of the turn due to skidding (drift out), a suitable amount of brake is applied to each wheel to apply an inward moment, and the turning radius is reduced by suppressing the engine output and adding deceleration force. Is suppressed.

Although the details of the attitude control will be described later, the SCS / ECU 10 generally includes the vehicle speed sensor 15, the yaw rate sensor 17, and the lateral acceleration sensor 1 described above.
8 of the detection signal V, the actual slip angle which is generated from [psi and Y in a vehicle (hereinafter, actual referred sideslip angle) beta _act and the actual yaw rate (hereinafter, referred to as actual yaw rate) as well as calculating the [psi _act, actual slip From the angle β _act, a reference value β _ref referred to in the calculation of the estimated sideslip angle β _cont actually used for SCS control is calculated. Also, the SCS / ECU 10
Calculates a target side slip angle β _TR and a target yaw rate ψ _TR as a target attitude of the vehicle from a detection signal of the steering angle sensor 16 and the like, and calculates a difference between the estimated side slip angle β _cont and the target side slip angle β _TR or an actual yaw rate. [psi _act and the difference between the target yaw rate [psi _TR starts attitude control when exceeding the predetermined threshold value β _0, ψ _0, estimated actual slip angle beta _cont or the actual yaw rate [psi _act the target slip angle beta _TR or target yaw rate制_御 Control to converge to _TR .

[Detailed Description of Attitude Control] Next, the attitude control (hereinafter referred to as SCS control) of this embodiment will be described in detail. FIG. 2 is a flowchart showing an overall operation for executing the posture control of this embodiment. FIG.
As shown in FIG. 5, first, when the ignition switch is turned on by the driver and the engine is started, step S
In step 2, the SCS-ECU 10 and the EGI-ECU 20 are initialized, and the sensor detection signal, the calculated value, and the like stored in the previous process are cleared. In step S4, SCS · E
CU10 is a detection signal v of the above-mentioned FR wheel speed sensor 11.
_1, a detection signal v ₂ of the FL wheel speed sensor 12, a detection signal v ₃ of the RR wheel speed sensor 13, a detection signal v ₄ of RL wheel speed sensor 14, a detection signal V from the vehicle speed sensor 15, steering The detection signal θ _H of the angle sensor 16, the detection signal ψ of the yaw rate sensor 17, the detection signal Y of the lateral acceleration sensor 18, and the detection signal Z of the longitudinal acceleration sensor 19
, The detection signal P _B of the brake pedal pressure sensor 35, and TC
The switch operation signal S of the S off switch 40 is input. In step S6, the SCS-ECU 10 calculates the vehicle state quantity based on the above-described detection signals. Step S
At 7, wheel speed correction processing is executed based on the vehicle state quantity. In step S8, the SCS-ECU 10 calculates an SCS control target value and a control output value necessary for SCS control from the vehicle state quantity calculated in step S6. Similarly, in step S10, an ABS control target value, a control output value, and the like necessary for the ABS control are calculated, and in step S12, a TCS control target value, a control output value, and the like necessary for the TCS control are calculated.

In step S14, a control output arbitration process of each control output value calculated in steps S8 to S12 is executed. In this control output arbitration processing, the SCS control output value, the ABS control output value, and the TCS control output value are compared, and the control is shifted to the control corresponding to the largest value. Also, as will be described later, the arbitration process between the SCS control output value and the ABS control output value is performed by the driver's brake pedal pressure P _B
Is executed according to the size of That is, step S1
In step 4, when the ABS control output value is the largest value, the ABS control output value is determined based on the ABS control output value in step S16.
When the control is executed, and the SCS control output value is the largest value, S is executed based on the SCS control output value in step S18.
The CS control is executed, and when the TCS control output value is the largest value, the TCS control is executed based on the TCS control output value in step S20. Thereafter, in step S22, the SCS / ECU 10 performs a fail-safe determination as to whether or not the hydraulic control unit 30 and the like are operating normally.
If it is determined that there is an abnormality, the control corresponding to the abnormal part is stopped, and the process returns to step S2 to repeatedly execute the above processing.

[Explanation of SCS calculation processing] Next, details of the SCS calculation processing shown in step S8 of FIG. 2 will be described. Note that the ABS control calculation processing and the TCS control calculation processing in steps S10 and S12 are well-known technologies, and thus detailed description thereof will be omitted. FIG. 3 shows the SC of FIG.
It is a flowchart for performing S operation processing.

As shown in FIG. 3, when the process is started,
In step S30, the SCS / ECU 10 determines that the FR wheel speed v ₁
And, the FL wheel speed v _2, and RR wheel speed v _3, RL wheel speed v
_4, inputs the vehicle speed V, the steering rudder angle theta _H, and the actual yaw rate [psi _act, and the actual lateral acceleration Y _act. In step S32, the SCS-ECU 10 calculates the vertical load generated on the vehicle. This vertical load is estimated and calculated from the vehicle speed V and the lateral acceleration Y by a known mathematical method. In step S33, the SCS-ECU 10 calculates an actual sideslip angle β _act actually generated in the vehicle. The actual side slip angle β _act is calculated by integrating the change speed Δβ _act of the actual side slip angle β _act . Δβ _act is calculated by the following equation 1.

[Equation 1] Δβ _act = −ψ _act + Y _act / V ·····················

Next, in step S34, SCS / EC
U10 is an estimated side slip angle β actually used for SCS control.
_The reference value β _ref referred to in the operation of _cont is calculated. This reference value beta _ref is the vehicle specifications, the vehicle state quantity (vehicle speed V, the yaw rate [psi _act, the actual lateral acceleration Y _act, the actual side slip angle beta _act of changing speed [Delta] [beta] _act, the yaw rate [psi _act amount of change
(Differential value) Δψ _act ), the estimated value D1 of the yaw moment generated by the brake, and the estimated value D2 of the amount of decrease in the lateral force generated by the brake are calculated using a two-degree-of-freedom model. In short, the reference value β _ref calculates the sideslip angle estimated based on the detected vehicle state quantity and the brake operation force.

Thereafter, in step S35, SCS · E
The CU 10 calculates an estimated sideslip angle β _cont actually used for the SCS control. The estimated sideslip angle β _cont is calculated by solving a differential equation derived from the following equations 2 and 3.

Δβ _cont = Δβ _act + e + C _f · (β _ref −β _cont ) ··········· Equation 2

Δe = C _f · (Δβ _ref −Δβ _act −e) Equation 3 where e: offset correction value of the yaw rate sensor and the lateral acceleration sensor C _f : cut Off frequency

Further, as described later in detail, the cutoff frequency C _f is corrected and to converge to the reference value beta _ref in accordance with the estimated slip angle beta _cont reliability of the reference value beta _ref,
This is a coefficient for changing the correction speed when resetting the integration error generated in the estimated side slip angle β _cont , and is corrected to be smaller as the reliability of the reference value β _ref is lower. The reliability of the reference value β _ref becomes low when the cornering power C _{pf of the} front wheel or the cornering power C _pr of the rear wheel changes.

In step S36, the SCS-ECU 10
Calculates the wheel slip ratio and wheel slip angle of each wheel. Wheel slip ratio and wheel slip angle, the wheel speed v ₁ to v ₄ of the wheels, and the vehicle speed V, the estimated calculation by known mathematical methods from the estimated lateral slip angle beta _cont, a front wheel steering angle theta _H . In step S38, the SCS / ECU 1
0 calculates the load factor for each wheel. The wheel load ratio is estimated and calculated by a well-known mathematical method from the wheel slip ratio and the wheel slip angle calculated in step S36 and the vertical load calculated in step S32. In step S40, the SCS-ECU 10 calculates the friction coefficient μ of the road surface during traveling. The coefficient of friction μ of the road surface is the actual lateral acceleration Y _act
And the wheel load factor calculated in step S38 is estimated and calculated by a well-known mathematical method. Next, step S42
Then, the SCS-ECU 10 calculates a target yaw rate ψ _TR and a target sideslip angle β _TR that are target values in order to converge the actual yaw rate ψ _act and the estimated sideslip angle β _cont . Target yaw rate [psi _TR includes a vehicle speed V, the the μ friction coefficient of the computed road in step S40, is estimated and calculated by a well-known mathematical techniques from a front wheel steering angle theta _H.

The target side slip angle β _TR is calculated by solving the differential equation of Equation 6 derived from the following Equations 4 and 5.

Β _x = 1 / (1 + A · V ² ) · {1- (ML·L _f · V ² ) / (2L·L _r · C _pr )} · L _r · θ _H / L …………………………… Equation 4

A = M · (C _pr · L _r −C _pf · L _f ) / 2L ² · C _pr · C _pf Equation 5

Δβ _TR = C · (β _x −β _TR ) ····························· Equation 6 where V: vehicle speed θ _H : front wheel steering angle M: body mass I: Moment of inertia L: Wheel base L _f : Distance from front wheel to vehicle center of gravity L _r : Distance from rear wheel to vehicle center of gravity C _pf : Cornering power of front wheel C _pr : Cornering power of rear wheel C: Corresponds to phase delay value

Next, in step S44 shown in FIG.
The S-ECU 10 determines whether or not the absolute value of the value obtained by subtracting the estimated sideslip angle β _cont from the target sideslip angle β _TR is equal to or more than the SCS control start threshold value β ₀ (| β _TR −β _cont | ≧ β ₀₎ ?).
In step S44, the estimated side slip angle β is _calculated from the target side slip angle β _TR.
The absolute value of the value obtained by subtracting _cont is the SCS control start threshold β
_{If 0} or more (YES in step S44), step S4
Proceeding to 6, set the SCS control target value to the target side slip angle β _TR . On the other hand, when the absolute value of the value obtained by subtracting the estimated sideslip angle β _cont from the target sideslip angle β _TR does not exceed the SCS control start threshold β ₀ in step S44 (N in step S44)
O), proceeding to step S52, the SCS-ECU 10
Absolute value of a value obtained by subtracting the actual yaw rate [psi _act from the target yaw rate [psi _TR determines whether SCS control start threshold [psi ₀ or more _{(| ψ TR -ψ act | ≧} ψ 0?). If the absolute value of the value obtained by subtracting the actual yaw rate ψ _act from the target yaw rate ψ _TR is equal to or larger than the SCS control start threshold value ψ _{0 in} step S52 (YES in step S52), the process proceeds to step S54 and the SC
Setting the S control target value to the target yaw rate [psi _TR. on the other hand,
If the absolute value of a value obtained by subtracting the actual yaw rate [psi _act from the target yaw rate [psi _TR does not exceed the SCS control start threshold [psi ₀ in step S52 (NO at step S52), and returns to step S30 repeats the process described above Execute.

Next, in step S50, SCS / EC
U10 is the SCS control amount β actually used for SCS control.
Calculate _amt . In step S56, the SCS
The ECU 10 calculates an SCS control amount _ψamt actually used for SCS control.

[Arbitration process between SCS control and ABS control] Next, the SCS control and the arbitration process between the SCS control and the ABS control will be described with reference to FIGS. Figure 5
FIG. 7 is a flowchart for executing arbitration processing between SCS control and ABS control. The arbitration processing described below gives priority to the ABS control if the ABS control is being performed even if the SCS control start condition is satisfied, or corrects the SCS control output value based on the ABS control output value. Also, SCS
When the control starting condition and the ABS control start conditions are established both, control of any according to the size of the brake pedal force pressure P _B of the driver is performed.

Hereinafter, specific processing will be described. As shown in FIG. 5, in step S58, the SCS / ECU 10 determines whether a failure has occurred in the hydraulic control unit 30 or the like used for SCS control. If a failure has occurred in step S58 (YES in step S58), the flow proceeds to step S74, in which the SCS control is stopped and step S2 shown in FIG.
And the above processing is repeatedly executed. on the other hand,
If no failure has occurred in step S58 (step S58
NO), and proceeds to step S60. In the step S60, SCS · ECU10 determines whether the SCS control flag F ₁ is set to "1". The SCS control flag F ₁ is set to S when “1” is set.
Indicates that CS control is being executed. If SCS control flag F ₁ in step S60 has been set to "1"
(YES in step S60), the process proceeds to step S76, and A
It determines whether BS control flag F ₂ is set to "1". The ABS control flag F ₂ indicates that the ABS control is being executed when “1” is set.

On the other hand, if the SCS control flag F ₁ in step S60 is not set to "1" (step S60
NO), and proceeds to step S62 to determine whether or not the ABS control is being executed. If the ABS control is being executed in step S62 (YES in step S62), step S8 to be described later is executed.
Go to 0. On the other hand, if the ABS control is not being executed in step S62 (NO in step S62), the process proceeds to step S64. In step S64, the SCS / ECU 10
It is determined whether the control is being executed. TCS in step S64
If the control is being executed (YES in step S64), the flow advances to step S78 to stop the braking control in the TCS control.
(That is, only the torque down control by the engine can be executed.) The process proceeds to step S66. On the other hand, step S
If the TCS control is not being executed in 64 (NO in step S62), the process proceeds to step S66.

In step S66, the SCS ECU 10
Calculates an SCS control target wheel, calculates a target slip ratio to be allocated to the selected wheel, and calculates an SCS control amount β _amt or ψ _amt according to the target slip ratio. Thereafter, in step S68, an engine control amount according to the required torque reduction amount is calculated. Then, SCS control is executed in step S70, and SC control is performed in step S72.
After setting the S control flag F ₁ to "1", it repeats the process described above with a return to step S2 described above.

[0038] If the ABS control flag F ₂ in step S76 is set to "1" (YE in step S76
S), and proceeds to step S80 shown in FIG. Step S
At 80, the SCS-ECU 10 sets the ABS control amount to the SCS
The correction is made based on the control amount β _amt or ψ _amt . Thereafter, in step S82, the SCS-ECU 10 determines whether the ABS control has been completed. ABS control is not ended in step S82 (NO at step S82), as well as set the SCS control flag F ₁ to "1" at step S84, the set the ABS control flag F ₂ to "1" in step S86 The process returns to step S30. On the other hand, if it is determined in step S82 that the ABS control has been completed (YES in step S82), the process proceeds to step S82.
Resets the SCS control flag F ₁ to "0" at 88, to reset in step S90 the ABS control flag F ₂ to "0" and returns to the step S30 described above.

[0039] Furthermore, if in step S76 the ABS control flag F ₂ is not set to "1" (step S7
(NO in 6), proceeds to step S92 shown in FIG. In step S92, the SCS-ECU 10 determines that the brake pedal pressure P
_It is determined whether or not _{B is} equal to or greater than a predetermined threshold value P ₀ (P _B ≧
P ₀ ? ). In step S92, if the brake pressing force pressure P _B is determined to be a predetermined threshold value P ₀ or more (step S
(YES in 92), the process proceeds to step S94 to stop the SCS control, and switches to ABS control in step S96.
Then, set to "1" the ABS control flag F ₂ in step S98 returns to step S30 described above. On the other hand, if the brake pedal force pressure P _B is determined not to exceed the predetermined threshold value P ₀ in step S92 (NO at step S92), the process proceeds to step S100. In step S100, the SCS-ECU 10 determines whether the SCS control has been completed. In step S100, the SCS
If it is determined that the control has not been completed (step S
(NO at 100), the process returns to step S68 described above, and the subsequent processing is executed. On the other hand, if it is determined in step S100 that the SCS control has been completed (step S100).
YES at 100), resets the SCS control flag F ₁ to "0" in step S102, step S1
04 resets the ABS control flag F ₂ to "0" and returns to the step S30 described above.

[Description of Wheel Speed Correction Processing] Next, details of the wheel speed correction processing shown in step S7 of FIG. 2 will be described. FIG. 8 is a flowchart for executing the wheel speed correction processing of FIG. FIG. 9 is a schematic diagram showing the procedure for correcting the wheel speed. For example, auxiliary wheels used for puncture
(Hereinafter, this is referred to as “tempered wheel”) has a diameter of about 5 to 15% smaller than a normal wheel, and has a higher wheel speed than other normal tires. The wheel speed correction process is executed to remove the adverse effects due to such variations in the diameter of the tempered wheels and the normal wheels. The disadvantages are as follows.

In the ABS control, when the wheel speed of only one wheel is high, the reference vehicle speed increases, and it is erroneously determined that the normal wheels other than the tempered wheels have a tendency to lock. In the TCS control, if a tempered wheel is mounted on the driving wheel, it is erroneously determined that the normal wheel as the other driving wheel is spinning. Normal wheels have an error of up to 5% in their diameter, and variations in wheel speed based on this error affect SCS control.

As shown in FIG. 8, when the process is started,
In step S110, the SCS / ECU 10 determines the FR wheel speed.
v ₁ and, with the FL wheel speed v _2, and RR wheel speed v _3, RL wheel speed v ₄
Enter In step S112, the SCS / ECU
Reference numeral 10 determines whether the vehicle is traveling normally. Here, "during steady running" indicates a state that is not during extreme acceleration / deceleration or corner running in which the reliability of the wheel speed is reduced.
When it is determined in step S112 that the vehicle is not traveling normally
(NO in step S112), the process returns to step S110. If it is determined in step S112 that the vehicle is traveling normally (YES in step S112), the process proceeds to step S114, where the SCS / ECU 10 determines whether the FR wheel speed v ₁
It is determined whether or not any of the FL wheel speed v ₂ , the RR wheel speed v _3, and the RL wheel speed v ₄ is equal to or higher than _a predetermined threshold value v _a . If it is determined in step S114 that any one of the wheel speeds is equal to or higher than the predetermined threshold value v _a (step S114
YES at step S116, and proceeds to step S116. On the other hand, if it is determined in step S114 that none of them exceeds the predetermined threshold value (NO in step S114), step S1
Proceeding to 22, the wheel speed correction for the normal wheel is executed.

In step S116, the SCS ECU 1
0 determines whether or not the state where only the wheel speed of one wheel is equal to or higher than a predetermined threshold has continued for a predetermined time. Step S11
If it is determined that the state where only the wheel speed of one wheel is equal to or higher than the predetermined threshold has continued for a predetermined time (YES in step S116), the process proceeds to step S118. on the other hand,
If it is determined in step S116 that the state where only one wheel speed is equal to or higher than the predetermined threshold has not continued for the predetermined time (NO in step S116), step S122 is performed.
To execute the wheel speed correction for the normal wheels.
In step S118, the SCS-ECU 10 determines that one of the wheels is a tempered wheel because only one wheel speed is equal to or higher than the predetermined threshold for a predetermined time. Then, in step S120, the SCS-ECU 10 executes a wheel speed correction for the tempered wheel.

The wheel speed correction for the normal wheel or the tempered wheel is executed by the following procedures shown in FIG.
That is, the RR wheel speed is corrected based on the FR wheel speed, the FL wheel speed is corrected based on the FR wheel speed, and finally the RL wheel speed is corrected based on the FL wheel speed. However, when the FR wheel is a tempered wheel, the reference wheel is set to another wheel. In the following description, the process proceeds from step S44 to S46 in FIG. 4, the subsequent process is referred to as side slip angle control, and the process proceeds from step S52 to S54, and the subsequent process is referred to as yaw rate control.

[Correction Processing of Side Slip Angle Control Start Threshold β ₀ ] Hereinafter, correction processing of the side slip angle control start threshold β ₀ referred to in step S44 of FIG. 4 will be described. FIG.
0 is a flowchart for executing a correction process of the side slip angle control start threshold value β ₀ . FIG. 11 is a diagram showing a map for correcting the side slip angle control start threshold value β _{0 according} to the steering angle θ _H. 12 to 14
FIG. 8 is a diagram showing a map for correcting a side slip angle control start threshold value β ₀ according to a change speed of the steering angle θ _H.

Steps S52, S54 and S56 in FIG.
During the yaw rate control shown in (1), when the side slip angle β of the vehicle gradually increases, the process shifts to the side slip angle control when the condition shown in step S44 is satisfied. At the time of the shift to the sideslip angle control, if the vehicle is in the position in which the sideslip angle is large as a result of the yaw rate control, the vehicle position (estimated sideslip angle β _cont ) is set to the target in the sideslip angle control executed next. Since the vehicle is largely separated from the side slip angle β _TR , the attitude of the vehicle is suddenly corrected by the side slip angle control. In other words, it is very effective when the attitude control is really necessary because it tries to suddenly return the vehicle's attitude against the driver's steering operation, but it is very effective when other sudden attitude return control is not necessary. Operation may be adversely affected.

In consideration of the above problem, the correction process of the side slip angle control start threshold value β ₀ is performed in accordance with the driver's steering operation so that the side slip angle control is performed earlier in order to smoothly switch from the yaw rate control to the side slip angle control. I am trying to migrate. As shown in FIG. 10, when the process is started, in step S132, the state of the steering operation of the driver is determined. In this steering operation determination, it is determined that the steering is increased when the steering angle θ _H is increasing or when the speed of change of the steering angle θ _H is increasing. In the state where θ _H is decreasing or the direction of the changing speed of the steering angle θ _H is reversed, it is determined that the turning back is performed.

If it is determined in step S132 that the steering operation is being performed, the process proceeds to step S134. The case in which the steering wheel is being turned further is considered to be, for example, a state in which the steering angle θ _H is increasing immediately before entering the turning circuit or in the first half of the turning travel. Step S13
In FIG. 4, the side slip angle control start threshold value β ₀ is corrected according to the steering angle θ _H as shown in the map of FIG.
(β ₀ → β ₀ × ₅ ). Subsequently, in step S136, FIG.
As shown in the second map, depending the side slip angle control start threshold beta ₀ corrected in step S134, the change rate [Delta] [theta] _H of the steering angle theta _H (the time derivate of the steering angle theta _H) (Β ₀ → β ₀ × ₅ × ₆ ).
Thereafter, the process returns to step S132.

In the map shown in FIG. 11, when the steering angle θ _H is in the range of the area a ₁ , the steering angle θ _H
Is extremely small, and is considered to be an initial stage when the vehicle is traveling substantially straight ahead or enters a turning circuit. In this area a _1, a case where abrupt steering is operated, for example, considered is a case where a tire and when performing sudden steering operation to avoid the forward obstacle is punctured, urgently (or driver It is desirable to re-orient the vehicle (without noticing). Therefore, the range of the area a _1, to correct the slip angle control start threshold beta ₀ extremely decreasing direction,
Correction is made so that it is easier to shift to the side slip angle control from step S44 to step S46 in FIG.

In the map shown in FIG. 11, when the steering angle θ _H is within the range of the area a ₂ , it is considered that the vehicle is traveling on a normal circuit. In this area a _2, without resorting to side slip angle control, it is desirable to be able to pivot by as much as possible the yaw rate control. For this reason, the area a ₂ range, SC
By correcting the S control start threshold beta ₀ in the increasing direction, it is corrected in a direction less likely to migrate to the side slip angle control.

In the map shown in FIG. 11, when the steering angle θ _H is in the range of the area a ₃ , the steering angle θ _H is very large during the turning operation. It is assumed that the vehicle travels straight despite the presence of the vehicle, and it is considered that the side slip angle is extremely large. In the area a _3, the earliest transition to side slip angle control, it is desirable to rebuild the posture of the vehicle. Therefore, the range of the area a _3, to correct the slip angle control start threshold beta ₀ in the decreasing direction is corrected in a direction likely to migrate to the side slip angle control.

As shown by the broken line in FIG. 11, as the vehicle speed V increases, the side slip angle control start threshold value β ₀
May be corrected in a decreasing direction so as to make it easier to shift to the side slip angle control. Also, in the map shown in FIG. 12, and when the change rate [Delta] [theta] _H of the steering angle theta _H is increased is considered state of trying to pivot by quick steering operation in the driver's intention. In this state, so that the vehicle proceeds as the driver intends,
Correct the side slip angle control start threshold β ₀ in the increasing direction,
The correction is made in a direction that makes it difficult to shift to the sideslip angle control, so that the vehicle does not attempt to return the attitude of the vehicle rapidly against the steering operation of the driver.

If it is determined in step S132 that the steering is being turned back, step S13 is executed.
Proceed to 8. The case where the steering is being turned back is considered to be, for example, a state in which the steering angle θ _H is decreasing immediately before exiting the lane or in the latter half of turning. In step S138, it is determined whether or not the vehicle is operating the counter by the driver. This determination is made based on whether or not the direction of the steering angle θ _{H and} the direction of the yaw rate ψ are opposite, that is, whether or not the steering operation direction and the turning direction of the vehicle body are opposite.

In step S138, the steering angle θ
_If the direction of _{H and} the direction of yaw rate ψ are the same (NO in step S138), it is determined that the operation is not a counter operation, and the flow proceeds to step S140. In step S140,
Although the vehicle is traveling in a stable direction, the side slip angle control start threshold value β ₀ is corrected in a decreasing direction by 10% so as to cope with a sudden occurrence of side slip after that. Also, in step S138, the steering angle θ
_When the direction of _{H and} the direction of yaw rate ψ are opposite (YES in step S138), it is determined that the operation is a counter operation, and the process proceeds to step S142. In step S142,
Vehicle is traveling in an unstable state, as soon as possible since it is necessary to rebuild the posture of the vehicle, to correct the slip angle control start threshold beta ₀ in the decreasing direction by 20%. Subsequently, in a step S144, it is determined whether or not the counter operation has converged. If it is determined in step S144 that the counter operation has converged (YES in step S144), the process returns to step S132. If it is determined that the counter operation has not converged (NO in step S144), the process returns to step S142. Returning, the side slip angle control start threshold value β ₀ is further corrected in a decreasing direction by 20%.

The side slip angle control start threshold value β ₀ to be corrected in steps S140 and S142 is determined in step S13.
4 and the value β ₀ corrected through step S136 (β ₀ · x
₅ , β ₀ × ₅ × ₆ ) or the value β ₀ before correction set in step S44 of FIG.

Here, the side slip angle control start threshold value β ₀ may be corrected using maps shown in FIGS. 13 and 14 instead of the map shown in FIG. The maps shown in FIGS. 13 and 14 are corrected so as to be easy to shift to the side slip angle control, contrary to the maps shown in FIG. In the map shown in FIG. 13 and FIG. 14, when the change rate [Delta] [theta] _H of the steering angle theta _H is increased (if rapidly steering is operated) is, for example, sudden steering operation to avoid the forward obstacle It is conceivable that the vehicle is punctured or the tires are punctured. Therefore, as the change rate [Delta] [theta] _H of the steering angle theta _H is increased, by correcting the slip angle control start threshold beta ₀ in the decreasing direction is corrected so as to be easily shifted to the side slip angle control.

<Modification> A modification will be described below. After the occurrence of a spin in which the sensor value of the yaw rate becomes very large, the integration error of the estimated side slip angle estimated and calculated becomes very large due to the influence of the sensor value of the yaw rate. There is a possibility that the operation of the driver may be adversely affected, such as a shift to the posture control against the intention. Therefore, it is determined whether the spin has occurred, the spin occurs (the spin is checked by the yaw rate is rapidly increased), corrects the side slip angle control start threshold beta ₀ in an increasing direction Thus, the correction may be made in a direction that makes it difficult to shift to the side slip angle control. The same is true after the occurrence of drift-out. The occurrence of the drift-out is determined by the fact that the side slip angle of the vehicle with respect to the steering angle θ _H is very large.

Even when the friction coefficient μ of the road surface rapidly increases or decreases, the integration error of the estimated sideslip angle estimated and calculated becomes large, and control intervention may be performed against the driver's intention re-orienting operation. Therefore, the side slip angle control start threshold value β ₀ may be corrected in the increasing direction so as to make it difficult to shift to the side slip angle control. As the duration of the substantially straight running with a small change in the steering angle θ _H increases, the lateral load cannot be detected,
Since the coefficient of friction μ becomes a very small value and the value of the estimated side slip angle becomes inaccurate, the threshold value β ₀ for starting the side slip angle control is corrected in an increasing direction, and the threshold value β ₀ is corrected in a direction that makes it difficult to shift to the side slip angle control. Is also good.

[Yaw Rate Control Amount ψ _amt Correction Processing] Next, the yaw rate control amount ψ _amt correction processing referred to in step S56 of FIG. 4 will be described. FIG. 15 is a flowchart for executing the correction processing of the yaw rate control amount _ψamt . FIG. 16 is a diagram showing a map for correcting the yaw rate control amount ψ _{amt according} to the side slip angle deviation amount β _dif . Figure 17 is a diagram showing a map for correcting the yaw control amount [psi _amt on a change rate [Delta] [beta] _dif side slip angle deviation beta _dif.

[0060] Also correction of the yaw control amount [psi _amt, and light of the same challenges and correction processing of the side slip angle control start threshold beta _0. In other words, the correction processing of the yaw control amount [psi _amt, in order to switch smoothly from the yaw rate control to the side slip angle control, Yuki to correct the yaw rate control amount [psi _amt in the decreasing direction in accordance with the sideslip deviation beta _dif vehicle, The followability at the time of converging to the target yaw rate 増 減_TR is increased or decreased, and the vehicle is smoothly shifted to the side slip angle control so that the vehicle does not significantly change its attitude.

As shown in FIG. 15, when the process is started, in step S152, the driving state of the vehicle is not in the side slip control area (NO in step S44), but is in the yaw rate control area (YES in step S52). It is determined whether or not. If it is determined in step S152 that the vehicle is in the yaw rate control region (YES in step S152), the process proceeds to step S154.

[0062] In step S154, slip angle deviation a yaw rate control amount [psi _amt as shown in the map of FIG. 16 beta
_dif (β _dif = | β _TR −β _cont |) (補正_amt
→ ψ _amt・ x ₇ ). Subsequently, in step S156, FIG.
As shown in the map, the corrected yaw rate control amount [psi _amt, (the time derivate of slip angle deviation beta _dif) slip angle deviation beta _dif rate of change [Delta] [beta] _dif in step S154
Further corrected in accordance with the _{(ψ amt → ψ amt · x} 7 · x 8). next,
Proceeding to step S158, it is determined whether the side slip angle deviation amount β _dif is increasing. This determination is made based on the increase / decrease of the change speed Δβ _dif of the side slip angle deviation amount β _dif . If it is determined in step S158 that the side slip angle deviation amount β _dif tends to increase (YES in step S158),
Proceeding to step S160, if it is determined that the side slip angle deviation amount β _dif does not tend to increase (step S158).
NO), and it proceeds to step S162.

[0063] In step S160, it is considered that immediately before entering sideslip control, to correct the yaw rate control amount [psi _amt in the decreasing direction by 20 percent, to slow the convergence rate of the target yaw rate [psi _TR. In step S162, it determines the yaw rate control amount [psi _amt is whether a ₁ or less than the predetermined value [psi. If yaw control amount [psi _amt is determined to be the predetermined value [psi ₁ below (ψ _amt ≦ ψ ₁₎ in step S162 (YES at step S162), the process proceeds to step S164, side slip angle control start threshold beta ₀ Is corrected in the decreasing direction, and is corrected in a direction that makes it easier to shift to the side slip angle control. Predetermined value [psi ₁ at step S162, the follow-up speed to the target yaw rate [psi _TR is slower when the yaw rate control amount [psi _amt becomes further smaller value, it does not affect the position of the vehicle running yaw control Is set to such a value.

In the map shown in FIG. 16, the fact that the side slip angle deviation amount β _dif has increased means that the vehicle is not in the side slip angle control region but the attitude of the vehicle is equal to the target side slip angle β _TR.
Is greatly deviated from Therefore, as a preparation before shifting to the side slip angle control, the convergence is performed slowly without performing an excessive posture control based on the yaw rate.

[0065] Also, in the map shown in FIG. 17, that the change rate [Delta] [beta] _dif side slip angle deviation beta _dif is increasing, as in the case of FIG. 16, but not in the side slip angle control region a state in which the posture of the vehicle is beginning to shift large with respect to the target slip angle β _TR. Therefore, as a preparation before shifting to the side slip angle control, the target yaw rate 行 な わ_TR is slowly converged without performing excessive posture control using the yaw rate. For this reason, in FIG. 17, the yaw rate control amount ψ corrected in step S154 as the change speed Δβ _{dif of the} side slip angle deviation amount β _dif increases.
_{amt (= ψ amt · x 7} ) was further corrected in the decreasing direction, and to reduce the follow-up speed when caused to converge to the target yaw rate [psi _TR shown in step S56 of FIG.

<Modification> FIG. 18 shows the yaw rate control amount ψ
₁₅ is a flowchart illustrating a modification of the _amt correction process.
In this modified example, when the side slip angle deviation amount β _dif is increasing, a correction process of the yaw rate control amount ψ _amt is executed, and when the side slip angle deviation amount β _dif is not increasing,
Since the side slip angle deviation amount β _dif is not enlarged, normal yaw rate control is executed.

As shown in FIG. 18, when the process is started, in a step S172, it is determined whether or not the side slip angle deviation amount β _dif is equal to or more than a predetermined value β ₁ (<β ₀ ). Step S17
If it is determined in step 2 that the side slip angle deviation amount β _dif is equal to or larger than the predetermined value β ₁ (YES in step S172), normal yaw rate control is executed in step S174. Next, in step S176, it is determined whether or not the current side slip angle deviation amount β _difn is equal to or _larger than the previous side slip angle deviation amount β _difn-1 . If it is determined in step S176 that the current side slip angle deviation β _difn is equal to or _larger than the previous side slip angle deviation β _difn−1 ,
(YES in step S176), since the side slip angle deviation amount β _dif tends to increase, the yaw rate control amount _ψamt is corrected in step S178. The correction processing of the yaw rate control amount _ψamt is the same as the processing after step S154 in FIG. In step S176, the current side slip angle deviation amount β _difn is _changed to the previous side slip angle deviation amount β _difn-1.
If it is determined that the value is smaller than (NO in step S186), the yaw rate control does not increase the side slip angle deviation amount β _dif, so that normal yaw rate control is executed.

[Setting of upper limit value of target sideslip angle β _TR ] Next, the target sideslip angle β _TR calculated in step S42 of FIG.
For setting the upper limit value β _TRLin will be described. FIG. 19 is a flowchart for executing the upper limit value setting process of the target sideslip angle β _TR . FIG. 20 is a diagram showing a map for setting the upper limit value β _TRLin of the target sideslip angle β _TR according to the vehicle speed V. FIGS. 21 and 22 are diagrams showing maps for setting the upper limit value β _TRLin of the target sideslip angle β _TR in accordance with the steering angle θ _H. FIG. 23 is a diagram showing a map for setting the upper limit value β _TRLin of the target side slip angle β _TR according to the change speed Δθ _H of the steering angle θ _H. FIG. 24 shows the target side slip angle β.
FIG. 9 is a diagram showing a map for setting an upper limit value β _{TRLin of TR according} to a vehicle speed V and a steering angle θ _H. FIG.
FIG. 4 is a diagram showing a map for setting an upper limit value β _TRLin of a target side slip angle β _TR in _accordance with a vehicle speed V and a change speed Δθ _H of a steering angle θ _H.

During the sideslip angle control, for example, if the vehicle spins or drifts out, the driver is in a hurry. It is conceivable to operate it greatly. As described above, when the steering angle θ _H increases, the original target sideslip angle β _TR greatly deviates from the normal value, so that the reliability of the target sideslip angle β _TR set by the steering angle θ _H also decreases. If normal side slip angle control is performed in this state, the estimated side slip angle β _cont will converge to the target side slip angle β _TR with low reliability. I will.

[0070] In light of the above problems, the upper limit value setting process of the target slip angle beta _TR determines the reliability of the target slip angle beta _TR in accordance with the vehicle speed V and steering angle theta _H, the target slip angle beta _TR If the reliability is low, sets the upper limit value beta _TRLin the target slip angle beta _TR, by correcting the upper limit value beta _TRLin in the decreasing direction, suppressing excessive control to the target sideslip angle beta _TR so I have to.

As shown in FIG. 19, when the processing is started, in step S182, the target side slip angle β _TR is
0 to the target sideslip angle β determined from the map shown in FIG.
It is determined whether or not _TR is equal to or more than the upper limit value β _TRLin . In step S182, the target side slip angle β _TR is set to its upper limit β
_If it is determined that it is not _less than _TRLin (step S182)
Is YES), in step S184, the target side slip angle β
_TR is set to the upper limit value β _TRLin of the target sideslip angle β _TR determined from the maps shown in FIGS. 20 to 24.

[0072] In the map shown in FIG. 20, in a state the vehicle speed V is low as areas a _4, for example, if the spin or the like occurs during snow running, since the driver panic, be operated greater than normal steering Conceivable. As described above, when the steering angle θ _H increases, the side slip angle deviation amount β _dif may increase in an incorrect direction. Therefore, the upper limit value β _TRLin of the target side slip angle β _TR
Is corrected in the decreasing direction, the side slip control amount β _amt is reduced, and the change in the behavior of the vehicle is suppressed. Further, in a state where the vehicle speed V is low, there is a margin in time even if the side slip control amount β _amt is reduced, so that the vehicle posture can be easily reestablished by repeatedly performing control intervention.

[0073] Conversely, when the vehicle speed V is higher as the area a _5, slip angle deviation beta _dif is also increased skid control quantity beta _amt to become large relative to the steering operation of the driver in comparison with the low speed. However, if the attitude is controlled with a large sideslip control amount β _amt during high-speed running, the control may be too abrupt and the vehicle may lose grip with the road surface, causing a spin or the like. For this reason, the upper limit value β _TRLin of the target side slip angle β _TR is corrected in a decreasing direction, the side slip control amount β _amt is reduced, and the behavior change of the vehicle is suppressed.

[0074] In the map shown in FIG. 21, in a state where the steering angle theta _H becomes larger as the area a _6, slip angle deviation beta _dif becomes large, the vehicle is in the easily availability spin like. Therefore, the target sideslip angle β _TR
The upper limit value β _TRLin is corrected in the increasing direction, and the posture is quickly _{reestablished} . That is, as compared with the state steering angle theta _H is low as shown in area a _6, in the state steering angle theta _H is large as area a _7, for example, steering angle theta _H of operating the driver is large, skid There is a possibility that the angular deviation β _dif is enlarged and spin or drift-out occurs. Therefore, in this state, is quickly converged to the target slip angle beta _TR, it is necessary to rebuild the posture of the vehicle, the upper limit value of the target slip angle beta _TR beta
_TRLin is corrected in the increasing direction to execute the side slip angle control.

[0075] In the map shown in FIG. 22, the state in which the steering angle theta _H becomes extremely large as area a _8, for example, the driver is when you are counter operation, the target slip angle in this state β Converge quickly to _TR ,
It is necessary to rebuild the attitude of the vehicle. For this reason, the upper limit value β _TRLin of the target side slip angle β _TR is corrected in the increasing direction so as to converge quickly.

[0076] In the map shown in FIG. 23, the state where the changing rate [Delta] [theta] _H of the steering angle theta _H becomes extremely large as area a _9, for example, when the driver is counter operation, the state Therefore, it is necessary to quickly converge to the target sideslip angle β _TR and re-orient the vehicle according to the driver's operation. Therefore, the upper limit value β _{TR Lin} of the target sideslip angle β _TR
Is corrected in the increasing direction.

In the map shown in FIG. 24, even when the vehicle speed V is high, as the steering angle θ _H increases,
Since the slip angle deviation beta _dif increases, is quickly converged to the target slip angle beta _TR, since the operation as the driver needs to rebuild the posture of the vehicle, the direction increasing the upper limit value beta _TRLin target slip angle beta _TR Has been corrected.

In the map shown in FIG. 25, area a ₁₀
As in, in the intermediate region nor a high speed without the vehicle speed V is a low speed, and in moderate region from the change rate [Delta] [theta] _H is low for the steering angle theta _H, because of the high reliability of the target slip angle beta _TR, The upper limit value β _TRLin of the target side slip angle β _TR is corrected in the increasing direction to execute the side slip angle control. Conversely, in the state of the area a ₁₁ other than the area a _10, because of the low reliability of the target slip angle beta _TR, the target slip angle beta _TR
The correction processing of the upper limit value β _TRLin is not executed.

<Modification> As a modification, when the friction coefficient μ of the road surface during vehicle running is smaller than a predetermined friction coefficient,
Since the steering operation is easy to perform and the target side slip angle β _TR tends to increase, the upper limit value β of the target side slip angle β _TR
TRLin may be corrected in the decreasing direction to suppress a sudden change in the behavior of the vehicle due to the side slip angle control.

[Correction processing of side slip angle control amount β _amt ]
The side slip angle control amount β _amt referred to in step S50 of FIG.
Will be described. FIG. 26 is a flowchart for executing a correction process of the side slip angle control amount β _amt . FIG. 27 is a diagram showing a map for correcting the side slip angle control amount β _{amt according} to the steering angle θ _H and the change speed Δθ _H thereof. During the sideslip angle control shown in FIG. 4, when the change speed Δβ _dif of the sideslip angle deviation amount β _dif changes, it is considered that this is caused by an increase in the target sideslip angle β _TR . The target side slip angle β _TR is determined by the driver's steering operation. However, turning the steering wheel further while the side slip angle deviation β _dif is increasing results in promoting spin and drift out.

Therefore, in the correction processing of the side slip angle control amount β _amt , in the state where the target side slip angle β _TR is increasing, the steering operation of the driver is turned back, increased, or the steering angle is increased. The side slip angle control amount β _amt is corrected based on θ _H and its change speed Δθ _H , so that the sideslip angle control according to the driver's steering operation is performed.

[0082] As shown in FIG. 26, it determines when the process starts, in step S192, the change rate [Delta] [beta] _dif side slip angle deviation beta _dif is whether or not a predetermined value beta ₂ or more. In step S192, the change in slip angle deviation beta _dif rate [Delta] [beta] _dif
Is greater than or equal to the predetermined value β ₂ (step S
192), the process proceeds to step S199. In step S199, slip angle deviation beta _dif becomes quite large immediately since it is necessary to rebuild the posture of the vehicle, to correct the side slip angle control amount beta _amt 20% increasing direction, to the target slip angle beta _TR Increase convergence speed.

In step S192, the side slip angle deviation β
If the change rate [Delta] [beta] _dif of _dif is determined not the predetermined value beta ₂ or more (NO in step S192), slip angle deviation beta _dif is not so large, it is immediately considered not necessary to rebuild the posture of the vehicle Therefore, the process proceeds to step S194. In step S194, the state of the driver's steering operation is determined. State This determination of the steering operation, it is determined fixed in a state where the steering angle theta _H does not change, the change rate [Delta] [theta] _H of the state or the steering angle theta _H steering angle theta _H is increased is increased In the state where the steering angle θ _H is decreasing or the steering angle θ _H
When the direction of the change speed Δθ _H is reversed, it is determined that the vehicle is switched back.

If it is determined in step S194 that the steering operation is being performed to fix or turn the steering wheel, the process proceeds to step S196. For example, when the steering is being fixed or turned, the side slip angle control is interposed when a spin or a drift-out is likely to occur. It is considered that the additional operation promotes spin or drift out, and is considered to be a state where the driver is erroneously operating. Therefore,
In step S196, it is considered that the reliability of the target side slip angle β _TR is low, and the side slip angle control amount β _amt is corrected according to the steering angle θ _H and the change speed Δθ _H as shown in the map of FIG. (Β _amt → β _amt · x ₉ ).

If it is determined in step S194 that the steering is being turned back, the flow advances to step S194.
Proceed to 198. When the steering is being turned back, for example, the side slip angle control intervenes when spin or drift out is likely to occur, but when the steering is counter operated when the spin or drift out is likely to occur. Conceivable. Since this counter operation is an operation for avoiding spin or drift-out, it is considered that the driver's operation is not erroneous. Therefore, in step S198, the reliability of the target slip angle beta _TR is considered high, quickly it is necessary to rebuild the posture of the vehicle, to correct the side slip angle control amount beta _amt 10% increasing direction, the target The convergence speed to the side slip angle β _TR is increased.

In the map shown in FIG. 27, in the case where the steering is being fixed or increased, the operation of fixing or increasing the steering when spin or drift-out is likely to occur promotes spin or drift-out. since the result and becomes a state in which the driver is operating incorrectly, according steering angle theta _H increases, the reliability of the target slip angle beta _TR is considered to be low, correct the slip angle control amount beta _amt in the decreasing direction doing.
Similarly, according to the change rate [Delta] [theta] _H of the steering angle theta _H increases, the reliability of the target slip angle beta _TR is believed to be low, in order to further change in vehicle behavior is increased, the side slip angle control amount beta _amt Is further corrected in the decreasing direction.

[Correction Processing Based on Change Factor of Side Slip Angle Deviation or Yaw Rate Deviation] Next, the side slip angle deviation β _dif
Alternatively, a correction process based on a change factor of the yaw rate deviation amount ψ _dif will be described. FIG. 28 shows the yaw rate deviation amount ψ
₉ is a flowchart for executing a correction process of a sideslip angle control start threshold value β ₀ , a target sideslip angle β _TR and a yaw rate control amount ψ _amt according to _dif . FIG. 29 is a flowchart for executing correction processing of the sideslip angle control start threshold value β ₀ , the target sideslip angle β _TR and the sideslip angle control amount β _amt according to the sideslip angle deviation amount β _dif .

<Correction Processing According to Yaw _Rate Deviation ψ _dif > First, correction processing of the sideslip angle control start threshold β ₀ , target sideslip angle β _TR , and yaw rate control ψ _amt according to the yaw rate deviation ψ _dif will be described. . Yaw rate deviation _{ψ dif (ψ dif = | ψ} TR -ψ act |) in the correction process which depending on the change rate of the yaw rate deviation ψ _dif Δψ _dif (yaw rate deviation of the current yaw rate deviation [psi _Difn the previous [psi
_(difn-1 ) changes by a predetermined value ψ ₁ or more, the yaw rate control amount ψ depends on whether the change factor is the target yaw rate ψ _TR or the actual yaw rate ψ _act.
amt , the side slip angle control start threshold value β _0, and the target side slip angle β _TR are corrected.

As shown in FIG. 28, step S5 in FIG.
From step 6, the process proceeds to step S202, and in step S202, it is determined whether the change speed Δ _{速度 dif} of the yaw rate deviation amount ψ _dif has changed by a predetermined value ψ ₂ or more. Step S202
In, if the change rate [Delta] [phi] _dif yaw rate deviation [psi _dif is determined to have changed _more predetermined value [psi (step S202
YES), and proceeds to step S204. Step S20
At 4, it is determined whether the change factor of the change rate Δψ _dif of the yaw rate deviation amount ψ _dif is the target yaw rate ψ _TR or the actual yaw rate ψ _act . Step S20
In step 4, if the change factor of the change rate Δ _{速度 dif} of the yaw rate deviation amount ψ _dif is the target yaw rate ψ _TR , step S206
Go to S210.

The rate of change Δ ヨ_{ー dif} of the yaw rate deviation ψ _dif
If the change factor is the target yaw rate ψ _TR , it is considered that this is due to the driver's steering operation. Therefore, in step S206, in accordance with the driver's intention, the side slip angle control start threshold beta ₀ is corrected in an increasing direction, and hardly moves to the side slip angle control, so that left to steering operation of the driver. Further, in step S208, the upper limit value β _TRLin of the target side slip angle β _TR is corrected in the increasing direction, and when the _mode shifts to the side slip angle control, the target side slip angle β _TR is changed according to the steering operation of the driver.
Is corrected so that can be increased. Step S210
Then, the yaw rate control amount ψ _amt is corrected in the decreasing direction,
A sudden change in attitude toward the target yaw rate due to the yaw rate control is suppressed, and the operation is left to the driver's steering operation so as not to interfere with the driver's steering operation.

On the other hand, if it is determined in step S204 that the change factor of the change rate Δψ _dif of the yaw rate deviation amount ψ _dif is the actual yaw rate ψ _act , the process proceeds to steps S212 to S212.
Proceed to S214. Yaw rate deviation ψ change rate of _dif Δ
If the change factor of ψ _dif is the actual yaw rate ψ _act , this is considered to be caused by disturbance such as a change in the road surface shape or a change in the road surface friction coefficient, and it is necessary to re-orient the vehicle immediately. Therefore, in step S212, the side slip angle control start threshold value β ₀ is corrected in the decreasing direction to facilitate the shift to the side slip angle control, and the slip or drift out can be dealt with earlier when shifting to the side slip angle control. To do. Further, in step S214, the order to rebuild the immediate posture, and accelerate the convergence to the target yaw rate [psi _TR to correct the yaw rate control amount [psi _amt in the increasing direction.

As described above, during the yaw rate control, the side slip angle control start threshold value β ₀ , the target side slip angle β _TR and the yaw rate control amount ψ _amt are corrected according to the change factor of the yaw rate deviation amount ψ _dif . When it is caused by the driver's operation, it is possible to follow the driver's intention, and when it is caused by a disturbance, the posture of the vehicle can be immediately reestablished.

<Correction Process According to _{Side Slip} Angle Deviation β _dif > Next, a side slip angle control start threshold value β ₀ , a target side slip angle β _TR , and a side slip angle control amount β according to the side slip angle deviation β _dif.
The correction processing of _amt will be described. Side slip angle deviation β _{dif
(β dif = | β TR -β} cont |) in the correction process which depending on, slip angle deviation beta _dif rate of change [Delta] [beta] _dif (slip angle deviation of the current slip angle deviation beta _Difn and the last _{β difn-1} Difference)
Changes by the predetermined value β ₂ or more, the side slip angle control start threshold β ₀ , the target side slip angle β _TR depends on whether the change factor is the target side slip angle β _TR or the estimated side slip angle β _cont. And the side slip angle control amount β _amt is corrected.

As shown in FIG. 29, step S5 in FIG.
Proceeds from 0 to step S222, in step S222, the change rate [Delta] [beta] _dif side slip angle deviation beta _dif predetermined value beta
_It is determined whether _two or more changes have occurred. Step S222
In, change speed [Delta] [beta] _dif side slip angle deviation beta _dif predetermined value beta
If it is determined that _two or more changes have occurred (YES in step S222), the process proceeds to step S224. Step S224
Then, whether the change factor of the change rate of the side slip angle deviation amount β _dif Δβ _dif is the target side slip angle β _TR or the estimated side slip angle β _cont
Is determined. If it is determined in step S224 that the change factor of the change speed Δβ _dif of the side slip angle deviation amount β _dif is the target side slip angle β _TR , the process proceeds to step S226.
Proceed to S230.

If the change factor of the change rate Δβ _dif of the side slip angle deviation β _dif is the target side slip angle β _TR , it is considered that this is due to the steering operation of the driver. Therefore, in step S226, the side slip angle control start threshold value β ₀ is corrected in the increasing direction according to the driver's intention,
It is difficult to shift to the sideslip angle control, and it is left to the driver's steering operation. Further, step S2
At 28, the upper limit value β _TRLin of the target side slip angle β _TR is corrected in the increasing direction so that the target side slip angle β _TR can be increased according to the steering operation of the driver. Also,
In step S230, the side slip angle control amount β _amt is corrected in a decreasing direction, a sudden posture change to the target side slip angle β _TR by the side slip angle control is suppressed, and the operation is left to the driver's steering operation. Try not to interfere.

On the other hand, in step S224, the change factor of the change speed Δβ _dif of the side slip angle deviation amount β _dif is determined by the estimated side slip angle ψ.
_If it is determined to be _cont , steps S232 to S232
Proceed to 234. Rate of change of side slip angle deviation β _dif Δβ _dif
If the cause of the change is the estimated sideslip angle ψ _cont, it is considered that this is caused by disturbance such as a change in the road surface shape or a change in the road surface friction coefficient, and it is necessary to immediately re-establish the attitude of the vehicle. Therefore, in step S232, by correcting the slip angle control start threshold beta ₀ in the decreasing direction, and tends to migrate to the side slip angle control can be addressed early relative slip or drift-out when the transition to the side slip angle control To do. Further, in step S234, the sideslip angle control amount β _amt is corrected in the increasing direction in order to quickly re-establish the posture,
The convergence to the target sideslip angle β _TR is hastened.

As described above, during the sideslip angle control,
The sideslip angle control start threshold value β ₀ , the target sideslip angle β _TR and the sideslip angle control amount β _amt are corrected according to the change factor of the sideslip angle deviation amount β _dif. , And if the disturbance is caused, the posture of the vehicle can be quickly reestablished.

[Control End Timing Correction Process] Hereinafter, the control characteristics of the SCS control, specifically, the control end timing of the SCS control are preferably set according to the driving state (driving environment) of the vehicle or the driving skill of the driver. A process for changing (correcting) (control end timing correction process) will be described. In the control end timing correction processing, the vehicle speed V, the road surface friction coefficient μ, and the absolute value | θ _H | of the steering angle θ _H (hereinafter referred to as “the steering angle absolute value | θ _H |”) The deviation of the measured value of the SCS control state quantity (yaw rate or side slip angle) from the target value (SCS control state quantity deviation) and predetermined operating devices (for example, a steering wheel, a throttle valve, a brake, etc.) for controlling the running state of the vehicle. Hereafter, the end timing of the SCS control is set or changed (corrected) based on the operation amount or the change in the operation amount during the SCS control of the "travel control device".

Here, the vehicle speed V, the road surface friction coefficient μ, and the steering angle absolute value | θ _H | are used as input information for determining the essential running stability (driving environment) of the vehicle.
That is, the higher the vehicle speed V, the lower the road surface friction coefficient μ, or the larger the steering angle absolute value | θ _H | (turning), the more essentially the running stability (driving environment) of the vehicle becomes. Therefore, the end timing of the SCS control is set late regardless of the driving skill of the driver to ensure the running stability.

Further, the SCS control state quantity deviation and the operation amount or the operation amount change of the travel control device are used as input information for determining the driving skill of the driver. That is, when the SCS control state quantity deviation is large, the driver cannot easily bring the SCS control state quantity (the yaw rate or the side slip angle) close to the target value, and it is presumed that the driver's driving skill is relatively low. Therefore, when the SCS control state quantity deviation is larger than a predetermined reference value, it is determined that the driving skill of the driver is low. On the other hand, when the operation amount of the travel control device or the change in the operation amount is large, the driver cannot operate the travel control device in a stable manner and performs a right-to-left operation, so that the driver's driving skill is relatively low. It is presumed. Therefore, when the operation amount or the operation amount change of the travel control device is larger than a predetermined reference value, it is determined that the driving skill of the driver is low.

Incidentally, in this SCS control, S
CS control state quantity (yaw rate or sideslip angle) or S
When the CS control state quantity deviation (yaw rate deviation or side slip angle deviation) becomes smaller than a predetermined control termination threshold value, SCS control (execution of individual SCS control in each scene) is terminated. Therefore, in the control end timing correction processing, the operating environment (V, μ, | θ
In terms of setting the basic control end threshold in response to the _H │), by changing in the decreasing direction of the control termination threshold depending on the driving skill of the driver (compensation), delaying the control end timing Like that. If the SCS control state quantity deviation is converging, SC
By correcting the control gain in the S control in the decreasing direction, the control end timing is further delayed.

Thus, in the control end timing correction processing, basically, the end timing of the SCS control is set later as the essential running stability is lower, and the SCS control is further performed when the driving skill of the driver is lower.
The end timing of the control is further delayed so that the running stability is sufficiently enhanced. Therefore, for a driver having a relatively high driving skill, the end timing of the SCS control can be made relatively early, and the driving stability can be increased while the running stability is improved by the SCS control. On the other hand, for a driver having a relatively low driving skill, the end timing of the SCS control can be made relatively late, and the attitude control can be performed more positively to sufficiently improve the running stability.

Hereinafter, a specific control method of the control end timing correction processing will be described with reference to the flowchart shown in FIG. As shown in FIG. 30, in the control end timing correction processing, first, in step S242,
Basic control end threshold _x in yaw rate control
And the basic control end threshold β in the sideslip angle control
_x is calculated.

As shown in FIG. 31, these basic control end thresholds ψ _x and β _x indicate that the vehicle speed V is high (high).
It is set so that it becomes smaller as time goes on and as the road surface friction coefficient μ becomes lower. That is,
The control end timing of the SCS control is set later as the vehicle speed V is higher or the road surface friction coefficient μ is lower, so that the SCS control is actively executed. When the vehicle speed V is high or the road friction coefficient μ is low, the essential running stability of the vehicle is particularly reduced. Therefore, even if the driver has a high driving skill, it is preferable for safety to actively perform the SCS control. Because.

Next, in step S244, the basic control end thresholds ψ _x and β _x are changed to the absolute steering angle value | θ _H |
A correction value θ _Hx for performing correction based on is calculated. As shown in FIG. 32, this correction value θ _Hx is calculated as a steering angle absolute value | θ
_H │ is set so as be smaller when large. In other words, the correction value θ _Hx is set to be smaller during turning traveling than during straight traveling. That is, when the steering angle absolute value | θ _H | is large (during turning), the end timing of the SCS control is delayed, and the SCS control is actively executed. Steering angle absolute value | θ
_When H│ is large (at the time of turning traveling), the traveling stability of the vehicle is particularly deteriorated. Therefore, it is preferable from the viewpoint of safety to actively perform the SCS control to enhance the traveling stability. Note that in a region where the steering angle absolute value | θ _H | is near 0, the correction value θ _Hx
Is set to 1, in this case, the basic control end threshold value ψ _x
And β _x are not corrected based on the steering angle θ _H.

Then, in step S246, the control state quantity (yaw rate or sideslip angle) during SCS control
, That is, the average value α of the SCS control state quantity deviation (yaw rate deviation or side slip angle deviation)
(Hereinafter, this is referred to as “control deviation average value α”). Subsequently, in step S248, the average value θ (hereinafter, referred to as the steering angle change) of the operation amount change (for example, the steering angle change) of the travel control device (for example, the steering wheel) during the SCS control.
This is referred to as “operation amount change average value θ”).

Thereafter, in step S250, it is determined whether or not the control deviation average value α is larger than a predetermined reference value α ₀ and whether or not the manipulated variable change average value θ is larger than a predetermined reference value θ _0.・ It is judged. Here, the reference value α ₀ is preferably set to a value such that when the control deviation average value α is larger than this, the driver's driving skill is estimated to be low. The reference value θ ₀ is preferably set to such a value that when the manipulated variable change average value θ is larger than this, the driver's driving skill is estimated to be low.

In step S250, whether α> α ₀ is satisfied,
Alternatively, when it is determined that θ> θ ₀ (YES), that is, when it is determined that the driving skill of the driver driving the vehicle is low, the following steps S252 to S2 are performed.
At 60, the control end timing of the SCS control (the yaw rate control or the sideslip angle control) is delayed so that the SCS control is continued for a longer time, and the running stability of the vehicle is sufficiently enhanced in accordance with the low driving skill of the driver. .

Specifically, first, in step S252, the control end threshold value correction amount h based on the driving skill of the driver is set.
Is set to a predetermined positive number smaller than 1, for example, 0.8. As described above, when the control end threshold correction amount h is set to 0.8, the control end threshold ψ _x or β _x in the SCS control (yaw rate control or side slip angle control) is determined in step S260 described below. It will be reduced by a factor of 0.8.

Next, in step S254, it is determined whether or not the SCS control state quantity deviation (yaw rate deviation or side slip angle deviation) is reduced, that is, the SCS control state quantity (yaw rate or side slip angle) is converging to the target value. It is compared and determined whether or not. Here, if it is determined that the SCS control state quantity deviation has decreased (YES), the control gain of the SCS control (yaw rate control or side slip angle control) is reduced by 20% in step S258. In this case, due to the reduction of the control gain, the approach speed of the SCS control state quantity to the target value, that is, the approach speed of the SCS control state quantity deviation to the control end threshold value decreases, and the control end timing of the SCS control is delayed. . The delay in the control end timing due to the reduction in the control gain, together with the delay in the control end timing due to the reduction in the control end threshold value, greatly enhances the running stability. Thereafter, step S260 is executed.

On the other hand, if it is determined in step S254 that the SCS control state quantity deviation has not decreased, (N
O) In step S256, the current control gain is held,
No correction is made in the decreasing direction of the control gain. If the SCS control state quantity deviation does not decrease, the SCS control state quantity does not readily approach the target value, and it is necessary to increase the control gain to enhance the effect of the SCS control. Thereafter, step S260 is executed.

In step S260, the following equation (7) or (8) is used.
By, respectively, the basic yaw control end threshold [psi _x and side slip angle control termination threshold beta _x is corrected, the program returns thereafter.

７ _x = ψ _x · θ _Hx · h …………………………………………… Formula 7

[Expression 8] β _x = β _x · θ _Hx · h ··································· Equation 8 where θ _Hx is the absolute value of the steering angle calculated in step S244. The correction value h: the correction amount related to the driving skill calculated in step S252

As described above, when the driving skill of the driver is low, the vehicle speed V, the road surface friction coefficient μ, and the steering angle absolute value | θ _H |
The end timing of the SCS control is set based on
Furthermore, since the end timing of the SCS control is delayed based on the driving skill of the driver, the SCS control is continued until the running state of the vehicle is sufficiently stabilized.

By the way, in step S250, α
≦ α ₀ and θ ≦ θ ₀ (N
O), that is, when it is determined that the driving skill of the driver driving the vehicle is high, in step S262, the basic yaw rate control end threshold ψ _x and the basic yaw rate control end threshold ψ _x are obtained by the following Expression 9 or Expression 10, respectively. Side slip angle control end threshold β _x
Is corrected, and thereafter, the process returns.

[Equation 9] ψ _x = ψ _x · θ _Hx …………………………………………….

Β _x = β _x · θ _Hx Equation 10 where θ _Hx is the absolute value of the steering angle calculated in step S244. Such correction value

As described above, when the driving skill of the driver is high, the vehicle speed V, the road surface friction coefficient μ, and the steering angle absolute value | θ _H |
Only the end timing of the SCS control is preferably set based on the above, and the end timing of the SCS control is not particularly delayed. Therefore, the end timing of the SCS control is relatively early, and the driving stability of the driver can be increased while ensuring the running stability of the vehicle.

As described above, by performing the control end timing correction processing, it is possible to perform appropriate SCS control flexibly according to the driving skill of the driver.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating an overall configuration of a control block of a vehicle attitude control device according to an embodiment of the present invention.

FIG. 2 is a flowchart showing an overall operation for executing the posture control according to the embodiment;

FIG. 3 is a flowchart for executing an SCS calculation processing step in FIG. 2;

FIG. 4 is a flowchart for executing an SCS calculation processing step in FIG. 2;

FIG. 5 is a flowchart for executing arbitration processing between SCS control and ABS control.

FIG. 6 is a flowchart for executing arbitration processing between SCS control and ABS control.

FIG. 7 is a flowchart for executing arbitration processing between SCS control and ABS control.

FIG. 8 is a flowchart for executing a wheel speed correction processing step in FIG. 2;

FIG. 9 is a schematic diagram showing a procedure of wheel speed correction.

FIG. 10 is a flowchart for executing a correction process of a side slip angle control start threshold value β ₀ .

FIG. 11 is a diagram showing a map for correcting a side slip angle control start threshold value β ₀ according to a change speed of the steering angle θ _H.

FIG. 12 is a diagram showing a map for correcting a side slip angle control start threshold value β ₀ according to a change speed of a steering angle θ _H.

FIG. 13 is a diagram showing a map for correcting a side slip angle control start threshold value β ₀ according to a change speed of a steering angle θ _H.

FIG. 14 is a diagram showing a map for correcting a side slip angle control start threshold value β ₀ according to a change speed of a steering angle θ _H.

FIG. 15 is a flowchart for executing a correction process of a yaw rate control amount _ψamt .

FIG. 16 is a diagram showing a map for correcting the yaw rate control amount ψ _{amt according} to the side slip angle deviation amount β _dif .

17 is a diagram showing a map for correcting the yaw control amount [psi _amt the slip angle deviation beta _dif rate of change [Delta] [beta] _dif.

FIG. 18 is a flowchart illustrating a modification of the correction process of the yaw rate control amount _ψamt .

FIG. 19 is a flowchart for executing an upper limit value setting process of a target sideslip angle β _TR .

FIG. 20 is a diagram showing a map for setting an upper limit value β _TRLin of a target side slip angle β _TR in accordance with a vehicle speed V.

FIG. 21 is a view showing a map for setting an upper limit value β _TRLin of a target side slip angle β _TR in accordance with a steering angle θ _H.

FIG. 22 is a diagram showing a map for setting an upper limit value β _TRLin of a target side slip angle β _TR according to a steering angle θ _H.

FIG. 23 is a diagram showing a map for setting an upper limit value β _TRLin of the target side slip angle β _TR in accordance with a change speed Δθ _H of the steering angle θ _H.

FIG. 24 is a diagram showing a map for setting an upper limit value β _TRLin of a target side slip angle β _{TR according} to a vehicle speed V and a steering angle θ _H.

FIG. 25 is a diagram showing a map for setting an upper limit value β _TRLin of a target side slip angle β _TR in _accordance with a vehicle speed V and a change speed Δθ _H of a steering angle θ _H.

FIG. 26 is a flowchart for executing a correction process of the sideslip angle control amount β _amt .

FIG. 27 is a diagram showing a map for correcting the sideslip angle control amount β _{amt according} to the steering angle θ _H and the change speed Δθ _H thereof.

FIG. 28 is a flowchart for executing a correction process of a sideslip angle control start threshold value β ₀ , a target sideslip angle β _TR and a yaw rate control amount ψ _amt according to a yaw rate deviation amount ψ _dif .

FIG. 29 is a flowchart for executing a correction process of a sideslip angle control start threshold value β ₀ , a target sideslip angle β _TR and a sideslip angle control amount β _amt according to the sideslip angle deviation amount β _dif .

FIG. 30 is a flowchart illustrating a control method of a control end timing correction process.

FIG. 31 is a flowchart showing a process of correcting the control end timing in the control end timing correction process;
It is a figure which shows the change characteristic with respect to vehicle speed and road surface friction coefficient of CS control completion threshold value.

FIG. 32 is a diagram showing a change characteristic of the correction value of the SCS control end threshold based on the absolute value of the steering angle in the control end timing correction process with respect to the absolute value of the steering angle.

[Explanation of symbols]

10: SCS / ECU, 11: FR wheel speed sensor, 12
... FL wheel speed sensor, 13 ... RR wheel speed sensor, 14 ...
RL wheel speed sensor, 15: vehicle speed sensor, 16: steering angle sensor, 17: yaw rate sensor, 18: lateral acceleration sensor, 19: longitudinal acceleration sensor, 20 ...
EGI / ECU, 21: engine, 22: automatic transmission, 23: throttle valve, 30
... hydraulic control unit, 31 ... FR brake, 32 ... FL
Brake, 33 RR brake, 34 RL brake,
35: brake depression force sensor, 36: pressure unit, 3
7: Master cylinder, 38: Brake pedal, 40: T
CS off switch.

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 attitude control for controlling a vehicle attitude by controlling a braking device provided on each wheel independently of each other when the vehicle travels so that a predetermined attitude state amount of the vehicle follows a target value. An attitude control device for a vehicle, comprising: a control end timing changing unit that changes an end timing of the attitude control according to a traveling state of the vehicle. 2. The vehicle attitude control device according to claim 1, wherein the control end timing changing means sets the end timing later as the road surface friction coefficient is lower. . 3. The control end timing changing means sets the end timing later as the deviation of the measured value of the posture state quantity from the target value increases. Or the attitude control device of the vehicle described in 2. 4. The control method according to claim 1, wherein the control end timing changing means sets the end timing later as the vehicle speed increases. Vehicle attitude control device. 5. The control method according to claim 1, wherein the control end timing changing means sets the end timing later during a turning operation than during a straight driving operation. The described vehicle attitude control device. 6. The control end timing changing means sets the end timing later as the operation amount of a predetermined operating device for controlling the running state of the vehicle increases. Any one of items 1 to 5
The attitude control device of the vehicle described in any one of the above. 7. In the attitude control, the attitude control is terminated when a deviation of the attitude state quantity or a measured value of the attitude state quantity from a target value becomes smaller than a predetermined end threshold value. The control end timing changing means delays the end timing by executing at least one of the decrease correction of the end threshold and the decrease of the control gain in the attitude control. The vehicle attitude control device according to any one of claims 1 to 6, characterized in that: