JPS63203456A - Control device for driving force of automobile - Google Patents

Abstract

PURPOSE:To reliably avoid wheel skid by using a control device to allow at least an outside driving wheel to be braked when the amount of variation in angle of the center line of the body of an automobile to a specific direction becomes a specified value at the time of turning. CONSTITUTION:In a turning condition while an automobile runs, a controller 36 calculates lateral acceleration values acting on the body of the automobile based on the speed sensored by a speed sensor 38 and steering angles of right and left front wheels 2L, 2R sensored by a steering angle sensor 39. Then, the controller judges in which area of the frictional areas classified in accordance with the frictional conditions of the load surface selected on the basis of the operation of a selector valve 40 the lateral acceleration values are included. When it is judged that the calculated lateral values are included in an area where wheel skid may occur, the controller outputs a control signal to a control value 33 for driving and controlling a rear wheel control booster 28 so as to allow rear wheels 10L, 10R, that is, driving wheels to be braked.

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention relates to a driving force for a vehicle that brakes the wheels under specific conditions when the vehicle is running, particularly when turning. Regarding a control device.

(Prior Art) In a state where centrifugal force acts on the car body when a car is turning, if the cornering force generated in the tires is greater than the centrifugal force, the car cannot take a stable turning state. can. In this way, when a car is in a stable cornering state, the resultant force of the vertical blade (combined force of driving force and braking force) and lateral force acting on the tire exceeds the limit of the frictional force of the tire against the road surface. It has become insurmountable. At this time, the vehicle is in a so-called grip running state.

On the other hand, for example, when a car is turning at high speed and the steering angle of the steering wheel is relatively large, the resultant force of the vertical blade and the lateral force acting on the tire is The limit of frictional force is exceeded, causing the rear wheels to skid (spin-out) or the front wheels to skid (drift-out). As a result, there is a possibility that the driving stability of the vehicle may be impaired.

In order to avoid such a situation in which the wheels of a vehicle skid when the vehicle is turning, it is conceivable to reduce the centrifugal force acting on the vehicle body by reducing the vehicle speed by operating the brakes or the like.

(Problems to be Solved by the Invention) However, as described in Japanese Patent Application Laid-open No. 60-1061, brake devices installed in automobiles usually respond to brake operations by a driver or the like. Since braking is applied to the front and rear wheels, when the vehicle is turning, even though the steering angle of the steered wheels is relatively large, the brake operation is performed to reduce the vehicle speed. In this case, the frictional force of the front tires against the road surface increases, causing a load shift in the direction of travel of the vehicle.
This has the disadvantage that skidding of the wheels is promoted.

In view of the above, the present invention makes it possible to reliably avoid a situation where the wheels skid even when the steering angle of the steered wheels is relatively large when the automobile is turning at high speed. An object of the present invention is to provide a driving force control device for an automobile that can further improve running stability when the automobile is turning.

(Means for Solving the Problems) In order to achieve the above-mentioned object, a driving force control device for an automobile according to the present invention includes a braking means disposed to perform braking on the driving wheels of the automobile, and a braking means arranged to brake the driving wheels of the automobile, The brake control means is configured to include a sensor that detects the angle that the vehicle body centerline makes with respect to a specific direction, or the vehicle speed and steering angle of the vehicle, and a brake control means. The amount of change in angle obtained from the sensor according to the angle that the vehicle body center line in the longitudinal direction of the vehicle makes with respect to a specific direction, or the amount of change in the angle obtained from the sensor, or the vehicle speed and steering angle from the sensor. When the lateral acceleration acting on the vehicle obtained based on the detection output corresponding to the vehicle exceeds a predetermined value, the braking means is actuated to apply braking to at least the outer drive wheels during the turning state of the vehicle. .

(Function) In the vehicle driving force control device according to the present invention configured as described above, when the vehicle is turning, the vehicle body centerline in the longitudinal direction of the vehicle obtained based on the detection output from the sensor is When the lateral acceleration acting on the vehicle exceeds a predetermined value, which is obtained based on the amount of change in the angle made by The braking means is activated to apply braking to at least the outer drive wheels during turning of the vehicle.

Under these specific conditions, by applying braking to the drive wheels, the load shift in the direction of travel of the vehicle is relatively small, but the vehicle speed is reduced, thereby preventing the occurrence of wheel skid. This can be avoided, and the running stability of the automobile when turning can be further improved.

(Example) Hereinafter, an example of the present invention will be described with reference to the drawings.

FIG. 1 schematically shows an example of an automobile driving force control device according to the present invention in a state where it is applied to a rear wheel drive vehicle.

In FIG. 1, disc brakes 3L and 3R respectively disposed on front wheels 2L and 2R, which are steered wheels, are communicated with each other through an oil passage 4.
The other end of an oil passage 8 whose one end is connected to the master cylinder 6 is connected to the master cylinder 6 .

On the other hand, one end portions of oil passages 12 and 13 are connected to disc brakes ILL and LL, respectively, which are disposed on rear wheels 10L and IOR, which are drive wheels. The other ends of each of the oil passages 12 and 13 are connected to a proportioning valve 14 interposed in the oil passage 4, and the proportioning valve 14 is connected to an oil whose one end is connected to the master cylinder 6. The other end of the passage 16 is connected. The master cylinder 6 is activated when operating force is transmitted to the brake pedal 18 via the booster 20, and the master cylinder 6 is activated when the operating force is transmitted to the brake pedal 18 via the booster 20.
, 3R, IIL and IIR. When the pressure of the hydraulic oil acting on each of the disc brakes IIL and 11R exceeds a predetermined value, the proportioning valve 14 changes the rate of pressure increase of the hydraulic oil to the pressure of the hydraulic oil acting on each of the disc brakes 3L and 3R. It serves to reduce the rate of pressure rise at a constant rate.

The rear wheels 10L and IOR are provided with parking brakes 22L and 22R in addition to disc brakes 11L and IIR. Parking brake 22L and 22R
is wire 23. It is connected to the parking brake lever 26 via an equalizer 24 and a wire 25, and the rear wheel 10L is connected to the parking brake lever 26 via the equalizer 24 and wire 25.
and 10R. Equalizer 24
One end of the control wire 27 is connected to the booster 28, and the other end of the control wire 27 is connected to the booster 28.
The piston rod 31 is connected to the end of the piston rod 31 fixed to the diaphragm 30 of the piston rod.

Booster 28 has pressure chambers 28a and 28b separated by a diaphragm 30.

One end of communication passages 32a and 32b are open to the pressure chambers 28a and 28b, respectively, and communication passages 32a and 321b
A control valve 33 having an atmosphere opening 34a and a negative pressure inlet 34b communicating with a vacuum source (not shown) is connected to the other end of each of the control valves 33. The control valve 33 is controlled by the controller 36, and for example, when a control signal Sc is supplied from the controller 36, the control valve 33 communicates the pressure chamber 28a of the booster 28 with the atmosphere opening port 34a, and also communicates the pressure chamber 28b with the negative pressure inlet port. 34b to make the pressure in the pressure chamber 28b smaller than the pressure in the pressure chamber 28a, and when the control signal Sc is not supplied, the pressure chambers 28a and 28b and the negative pressure inlet 34b are communicated with each other. Pressure chamber 28a and pressure chamber 2 are communicated with each other.
Make the pressure difference with 8b zero.

The controller 36 receives a detection signal SV from a vehicle speed sensor 38 that detects the speed of the vehicle, a detection signal sh from a steering angle sensor 39 that detects the steering angles of the front wheels 2L and 2R, and
A detection signal St is supplied from a selection switch 40 that selects a road surface friction state depending on, for example, a dry road surface, a wet road surface, or an icy road surface by an operation of a passenger or the like. The memory built into the controller 36 stores, for example, a map as shown in FIG. 2, in which the vertical axis represents the steering angle θ and the horizontal axis represents the vehicle speed V.

Such a map is divided into an area where there is a risk of wheels skidding when the car is turning (hereinafter referred to as the area) and an area where there is no risk of skid (hereinafter referred to as area J).
Lateral acceleration curve G obtained based on vehicle speed ■ and steering angle θ for dry road surface, wet road surface, and frozen road surface, respectively.
It is divided into 11G2 and G3.

Then, when the automobile is in a turning state, the controller 36 adjusts the vehicle speed ■ indicated by the detection signal Sv from the vehicle speed sensor 38 and the steering angle θ of the front wheels 2L and 2R indicated by the detection signal sh from the steering angle sensor 39. A lateral acceleration value G acting on the vehicle body is calculated based on the lateral acceleration value G, and the calculated lateral acceleration value G is selected based on the operation of the selection switch 40. Determine which of the following is included. If it is determined that the calculated lateral acceleration value G is included in the region K, the controller 36
supplies a control signal Sc to the control valve 33 in order to brake the rear wheels 10L and IOR, which are drive wheels.

As a result, the pressure within the pressure chamber 28b of the booster 28 is made smaller than the pressure within the pressure chamber 28a, and the diaphragm 30 of the booster 28 is drawn toward the pressure chamber 28b. As a result, the control wire 27. Equalizer 2
The parking brakes 22L and 22R are activated via the vehicle 4 and the wire 23 to apply braking to the rear wheels 10L and IOR.

In such a state, the controller 36 sequentially calculates the lateral acceleration value G based on the detection signal Sv from the vehicle speed sensor 38 and the detection signal sh from the steering angle sensor 39, and the calculated lateral acceleration value G is shown in FIG. If the control valve 33 is included in area J in the map shown in
The supply of the control signal Sc to the terminal is stopped. Thereby,
The pressure difference between the pressure chamber 28a and the pressure chamber 28b of the booster 28 is reduced to zero, and the braking state of the rear wheels 10L and IOR by the parking brakes 22L and 22R is released.

In this way, by braking the rear wheels 10L and 10R, which are the driving wheels, deceleration is achieved even though the load shift in the direction of travel of the vehicle is relatively small.
It is possible to reliably avoid wheel skidding when the automobile is turning.

FIG. 3 shows another example of the controller 36 used in the example shown in FIG. The controller 36 shown in FIG. 3 includes a gyroscope that detects the angle (hereinafter referred to as yaw angle) θ'' that the vehicle body center line in the longitudinal direction of the vehicle makes with respect to a specific direction when the vehicle is turning. The controller 36' calculates the rate of change of the obtained yaw angle θ'' based on the detection signal sy. The yaw angle θ° is
When the vehicle is turning, a monotonous change occurs when the wheels do not skid, but a relatively rapid change occurs when the wheels skid. Therefore,
The controller 36' determines that the wheels have skided when the rate of change of the yaw angle θ' is greater than or equal to a predetermined value, and supplies a control signal Sc to the control valve 33 to apply braking to the rear wheels 10L and IOH. , and the yaw angle θ
When the rate of change of " is less than a predetermined value, it is determined that the wheels are not skidding, and the supply of the control signal Sc to the control valve 33 is stopped.

FIG. 4 shows the second embodiment of the automobile driving force control device according to the present invention.
An example is shown schematically. In FIG. 4, each part corresponding to the example shown in FIG. 1 is shown with the same reference numerals as in FIG. 1, and redundant explanation thereof will be omitted.

In the example shown in FIG. 4, adjusting boosters 28L and 28R having the same configuration as the booster 28 in the example shown in FIG.
L and 27R are connected to the ends of piston lofts 31 fixed to the diaphragms 30 of boosters 28L and 28R, respectively.

Control valves 33L and 33R arranged in association with boosters 28L and 28R are controlled by control signals Sc1 and 3cz supplied from controller 37. For example, when the control valve 33L is supplied with the control signal ScI, the control valve 33L operates the booster 28L to cause the parking brake 22L to brake the rear wheel 10L, and when the control signal 3c is not supplied,
The braking state of the rear wheel 10L by the parking brake 22L is released. On the other hand, when the control valve 33R is supplied with the control signal Scz, the booster 28R
is activated to cause the parking brake 22R to brake the rear wheel 10R, and when the control signal Scz is not supplied, the parking brake 22R brakes the rear wheel 10R.
Release the braking state for.

Under such circumstances, the controller 37 adjusts the detection signal Sv from the vehicle speed sensor 38 and the detection signal sh from the steering angle sensor 39 when the car is turning, depending on the road surface friction pipe selected by the selection switch 40. If the calculated lateral acceleration value G is included in the area K in the map shown in FIG.
The turning direction of the automobile is detected based on the detection signal sh from the steering angle sensor 39. For example, if the turning direction is to the right, a control signal s c is sent to the control valve 33L.

supply.

As a result, the booster 28L is activated, and the parking brake 22L applies braking to the outer rear wheel 10L when the vehicle is turning. In this state, the controller 37 receives the detection signal Sv from the vehicle speed sensor 38 and the detection signal sh from the steering angle sensor 39.
The lateral acceleration value G is sequentially calculated based on the lateral acceleration value G, and if the calculated lateral acceleration value G is included in the area J in the map shown in FIG. 2, the control signal SC is supplied to the control valve 33L. , and the braking state of the rear wheel 10L by the parking brake 22L is released.

On the other hand, in the controller 37, the detection signals Sv and sh
When the lateral acceleration value G calculated based on is included in the area K in the map shown in FIG. supplies a control signal 3cz to the control valve 33R. As a result, booster 28
R is activated, and the parking brake 22R applies braking to the outer rear wheel 10R when the vehicle is turning. Then, the controller 37 calculates the lateral acceleration value G based on the detection signals Sv and sh.
is included in region J in the map shown in FIG. 2, the controller 37 stops supplying the control signal Sc to the control valve 33R, and releases the braking state of the rear wheel 10R by the parking brake 22H. do.

FIG. 5 shows the third embodiment of the automobile driving force control device according to the present invention.
An example is shown schematically. In FIG. 5, each part corresponding to the example shown in FIG. 1 is shown with the same reference numerals as in FIG. 1, and repeated explanation thereof will be omitted.

In the example shown in FIG. 5, a braking mechanism 46 is arranged in conjunction with the parking brake lever 26. The braking mechanism 46 includes a shaft 48. whose both ends are fixed to a pair of brackets 47 fixed to the vehicle body (not shown). It includes a boot I749 that is rotatably attached to the shaft 48, a disk member 50 that is rotatably attached to the shaft 48 and has a gear 51 formed in a part thereof, and the like.

As shown in FIG. 6, protrusions 49a that protrude toward each side surface of the bracket 47 are provided at predetermined positions on the peripheral edge of the pulley 49.
An end portion of a control wire 27 is fixed to.

Furthermore, a retaining portion 50a that engages with the protrusion 49a of the pulley 49 is formed at a predetermined position on the peripheral edge of the disc member 50, and the gear 51 formed on the disc member 50 is As shown in FIG. 2, the pinion 54 is engaged with a pinion 54 fixed to the output shaft of a reduction gear 53 attached to a motor 52 controlled by a controller 41. The parking brake lever 26 includes a disc member 5 rotatably mounted on a shaft 48, as clearly shown in FIG.
6 is integrally provided, and an engaging portion 56a that engages with the protrusion 49a of the pulley 49 is formed at a predetermined position on the peripheral edge of the disc member 56.

For example, when the control signal Sc' supplied from the controller 41 takes a predetermined high level, the motor 52 operates to rotate the disc member 50 in the direction indicated by an arrow R in FIG. When the control signal 3 cl takes a predetermined low level, it is activated to rotate the disc member 50 in the direction opposite to the arrow R in FIG.

In this way, the controller 41 selects the selection switch 40
According to the friction state of the road surface selected by
The lateral acceleration value G is calculated based on the detection signal sh from the steering angle sensor 39, and if the calculated lateral acceleration value G is included in the area K in the map shown in FIG. The control signal Sc' takes a predetermined high level at 52.
supply. As a result, the engaging portion 50a of the disc member 50, which rotates in the direction shown by the arrow R in FIG.
7 is wound around the pulley 49, so that the parking brakes 22L and 22R brake the rear wheels 10L and 10R.

In such a state, the controller 41 calculates the lateral acceleration value G based on the detection signal Sv from the vehicle speed sensor 38 and the detection signal sh from the steering angle sensor 39, and the calculated lateral acceleration value G is as shown in FIG. If the control signal Sc' is included in region J in the map shown in FIG. Thereby,
When the disc member 50 rotates in the opposite direction to the arrow R in FIG. 6 and the control wire 27 is unwound from the boot IJ49, the braking state of the parking brakes 22L and 22R on the rear wheels 10L and IOH is released. be done.

FIG. 8 shows the fourth embodiment of the automobile driving force control device according to the present invention.
An example is shown schematically. In FIG. 8, each part corresponding to the example shown in FIG. 1 is shown with the same reference numerals as in FIG. 1, and redundant explanation thereof will be omitted.

In the example shown in FIG. 8, in the booster 60 interposed between the master cylinder 6 and the brake pedal 18, one end of the communication passages 63a and 63b is connected to the pressure chambers 60a and 60b partitioned by the diaphragm 62. are connected. The other end portions of the communication paths 63a and 63b are connected to a controller Lt HALPRO 4 having an atmosphere opening port 64a and a negative pressure inlet port 64b communicated with a vacuum source (not shown). The control valve 64 is controlled by the controller 68, and for example, when the control signal Sc1 is supplied from the controller 68, the control valve 64 connects the pressure chamber 60a of the booster 60 and the atmosphere opening 6.
4a, and the pressure chamber 60b and the negative pressure inlet 64b are communicated with each other, so that the pressure in the pressure chamber 60b is transferred to the pressure chamber 6.
0a, and the control signal Sc,
is not supplied, the pressure chambers 60a and 60b of the booster 60 are communicated with the negative pressure inlet 64b, and the pressure chamber 60
The pressure difference between a and pressure chamber 60b is made zero.

An oil passage 8 whose one end is connected to the master cylinder 6
and a control valve 70 at the other end of each of 16 and 16.
are connected. The control valve 70 has an oil passage 72 connected at one end to the oil passage 4 and a proportioning bar/? The other end of each of the oil passages 73 connected to the oil passage 14, and the other ends of the bypass passage 74 whose one end is connected to the oil passage 12 and the bypass passage 75 whose one end is connected to the oil passage 13. The parts are connected. The control valve 70 receives a control signal Sc supplied from the controller 68.

For example, when the control signal Sc takes a predetermined high level, the oil passage 16 and the bypass passage 74 are brought into communication, and when the control signal Scz takes a predetermined low level, the oil passage 16 and the bypass passage 75 are brought into communication. communicate with. Further, when the control signal S02 is not supplied, the oil passage 8 and the oil passage 72 are made to communicate with each other, and
The oil passage 16 and the oil passage 73 are communicated with each other.

Moreover, the bypass path 7 in the oil passages 12 and 13
4 and 75 and the provisioning valve 14
A control valve 76 controlled by a controller 68 is interposed between the two. For example, the control valve 76 cuts off communication between the blotting valve 14 and the oil passages 12 and 13 when the control signal Sc is supplied from the controller 68, and when the control signal Sc3 is not supplied, the control valve The boating valve 14 and the oil passages 12 and 13 are communicated with each other.

In addition to the detection signal Sv from the vehicle speed sensor 38, the detection signal Sh from the steering angle sensor 39, and the detection signal St from the selection switch 40, the controller 68 also includes a brake pedal 1.
A detection signal sb from a brake sensor 78 that detects whether or not the depressing operation No. 8 has been performed is supplied.

Under such circumstances, the controller 68 operates based on the detection signal Sv from the vehicle speed sensor 38 and the detection signal sh from the steering angle sensor 39 when the automobile is turning, depending on the friction state of the road surface selected by the selection switch 40. calculates the lateral acceleration value G, and if the calculated lateral acceleration value G is included in the area K in the map shown in FIG. A control signal S03 is supplied to the control valve 76. Further, the controller 68 controls the steering angle sensor 3
The turning direction of the automobile is detected based on the detection signal sh from 9, and for example, in the case of a right turn, a control signal Sc having a predetermined high level is supplied to the control valve 70.

In this way, the control valve 64 receives the control signal S.
c is supplied, the pressure in the pressure chamber 60b of the booster 60 is made smaller than the pressure in the pressure chamber 60a, the diaphragm 62 is drawn into the pressure chamber 60b, and the master cylinder 6 is activated. It will be done. Further, by supplying the control signal Sc to the control valve 70, the oil passage 16 and the bypass passage 74 are brought into communication. Furthermore, the control valve 76 receives a control signal S.
By supplying C3, oil passages 12 and 13
The communication state between the blotting valve 14 and the bloating valve 14 is cut off. In such a state, the working oil supplied from the master cylinder 6 to the oil passage 16 flows through the bypass passage 7.
4 and the disc brake IIL through the oil passage 12.
As a result, braking is performed on the outer rear wheel 10L while the vehicle is turning.

-4, control valves 64 and 7 as described above;
6 is controlled, the controller 68 supplies a control signal 5c that takes a predetermined low level to the control valve 70 if the vehicle is in a left turn state. As a result, the oil passage 16 and the bypass passage 75 are brought into communication, and the working oil supplied from the master cylinder 6 to the oil passage 16 is transferred to the bypass passage 75 and the oil passage 1.
3 to the disc brake IIR.

As a result, braking is performed on the outer rear wheel 10R while the vehicle is turning.

As described above, while the rear wheels 10L or 10R are being braked, the controller 68 sequentially calculates the lateral acceleration value G based on the detection signal Sv from the vehicle speed sensor 38 and the detection signal sh from the steering angle sensor 39. If the calculated lateral acceleration value G is included in the region J in the map shown in FIG. 2, the supply of the control signal Sc to the control valve 64 is stopped.

Thereby, the pressure chamber 60a of the booster 60 and the pressure chamber 6
0b is made zero, the supply of working oil to the disc brake IIL or 11R through the oil passage 16 is stopped, and the braking state for the rear wheel 10L or IOR is released.

Note that when the controller 68 detects that the brake pedal 18 has been operated based on the detection signal sb from the brake sensor 78, the controller 68 controls the control valve 64.7.
Control signal SCr + S c z for 0 and 76
and stop the supply of SC5.

Thereby, the oil passages 8 and 16 are connected to the oil passage 7, respectively.
2 and 73, and the blown valve 14 and the oil passages 12 and 13 are also brought into communication. As a result, the working oil supplied from the master cylinder 6 to the oil passage 8 is supplied to the disc brakes 3L and 3R through the oil passages 72 and 4, and the working oil supplied to the oil passage 16 is
oil ill road 73. provisioning valve 14,
The oil is also supplied to the disc brakes IIL and IIR through oil passages 12 and 13. In this way, braking is performed on the front wheels 2L and 2R and the rear wheels 10L and IOH in accordance with the depression operation of the brake pedal 18.

FIG. 9 shows the fifth embodiment of the automobile driving force control device according to the present invention.
An example is shown schematically. In FIG. 9, each part corresponding to the example shown in FIGS. 1 and 8 is shown with the same reference numerals as in FIGS. 1 and 8, and repeated explanation thereof will be omitted.

In the example shown in FIG. 9, a power steering device 80 is disposed in relation to the front wheels 2L and 2R, and a power cylinder 81 of the power steering device 80 includes:
Hydraulic chambers 81a and 81 partitioned by piston 82
b is formed.

For example, the piston 82 moves toward the hydraulic chamber 81a when the steering wheel 83 is steered clockwise, and moves toward the hydraulic chamber 81b when the steering wheel 83 is steered counterclockwise. Hydraulic chambers 81a and 8
1b includes an oil passage 85a in which a control pulp 84 controlled by a controller 79 is interposed.
and 85b are connected to each other, and the oil passage 85
The other ends of a and 85b are connected to a hydraulic chamber 86a of a hydraulic cylinder 86 and a hydraulic chamber 87a of a hydraulic cylinder 87, respectively. The hydraulic cylinders 86 and 87 have hydraulic chambers 86b and B7b that are partitioned from hydraulic chambers 86a and 87a by pistons, respectively, and the hydraulic chamber 86b of the hydraulic cylinder 86 and the hydraulic chamber 87b of the hydraulic cylinder 87 are
Oil passage 12 via oil passages 90 and 91, respectively.
and 13. In addition, oil passages I2 and 1
A controller 7 is provided between the connecting portion with the oil passages 90 and 91 and the provisioning valve 14 in
A control valve 77 is interposed which is controlled by a control signal 5C21 from 9.

The control valve 84 is, for example, a controller 79
When the control signal Sc,' is supplied from the oil passage 8
5a and 85b are opened to communicate the hydraulic chamber 81a of the power cylinder 81 and the hydraulic chamber 86a of the hydraulic cylinder 86, and the hydraulic chamber 81b of the power cylinder 81 and the hydraulic chamber 87a of the hydraulic cylinder 87. When the control signal S C,l is not supplied, the oil passages 85a and 85b are closed.

Under such circumstances, the controller 79 operates based on the detection signal Sv from the vehicle speed sensor 38 and the detection signal sh from the steering angle sensor 39 when the automobile is turning, depending on the friction state of the road surface selected by the selection switch 40. If the calculated lateral acceleration value G is included in region K in the map shown in FIG.

and Sc.

As a result, the hydraulic chamber 81a of the power cylinder 81, the hydraulic chamber 86a of the hydraulic cylinder 86, and the power cylinder 8
The hydraulic chamber 81b of the hydraulic cylinder 87 and the hydraulic chamber 87a of the hydraulic cylinder 87 are communicated with each other. At this time, for example, if the car is turning to the right, the steering wheel 83
is being steered clockwise, the piston 82 in the power cylinder 81 is moved toward the hydraulic chamber 81a, and the movement of the piston 82 causes the working oil to flow from the hydraulic chamber 81a to the hydraulic cylinder through the oil passage 85a. 86 into the pressure chamber 86a.

By supplying such working oil, the piston in the hydraulic cylinder 86 is moved toward the pressure chamber 86b, and the pressure chamber 8
The hydraulic oil in 6b is supplied to the disc brake IIL through oil passages 90 and 12. As a result, braking is performed on the outer rear wheels 10L while the vehicle is turning.

On the other hand, the control valves 84 and 7
7 is controlled, for example, when the car is turning left, the steering wheel 83 is turned counterclockwise, so the piston 82 in the power cylinder 81 moves toward the hydraulic chamber 81b. The hydraulic oil is supplied from the hydraulic chamber 81b into the pressure chamber 87a of the hydraulic cylinder 87 through the oil passage 85b. By supplying such working oil, the piston in the hydraulic cylinder 87 is moved toward the pressure chamber 87b, and the working oil in the pressure chamber 87b is supplied to the disc brake IIR through the oil passages 91 and 13. As a result, braking is performed on the outer rear wheel 10R while the vehicle is turning.

Note that when the controller 79 detects that the brake pedal 1B has been operated based on the detection signal sb from the brake sensor 78, it stops supplying the control signals Sc, ゛, and Sc2° to the control valves 84 and 77. As a result, the front wheels 2L and 2R1 and the rear wheel 1
Braking is performed according to the depression operation of the brake pedal 18 for 0L and IOR.

FIG. 10 shows a sixth example of a driving force control device for an automobile according to the present invention. In FIG. 1O, each part corresponding to the example shown in FIG. 1 is given the same reference numeral as in FIG.
Duplicate explanations about them will be omitted.

In the example shown in FIG. 10, when a wheel slips while the vehicle is running, braking is applied to the drive wheels so that a proper frictional state between the road surface and the wheels is always maintained. Applied to vehicles equipped with traction control devices.

In FIG. 10, the front wheels 2L and 2R1 and the rear wheel 10
Rotation speed sensors 101, 102, 103, and 104 are arranged at L and IOR to detect the respective rotation speeds.

One end of an oil passage 10B is arranged in the master cylinder 6 and connected to the reservoir 106. oil passage 1
The other end of 08 is connected to a control valve 110, and a pump 112 is interposed in the oil passage 10B. The control valve 110 is connected to the other end of an oil passage 16 whose one end is connected to the master cylinder 6, and to the oil passages 12 and 13 whose one end is connected to the disc brakes ILL and IIR. The ends are connected, and the oil passages 12 and 1
3 has a control valve 114 interposed therebetween. In addition, the engine 1 located on the front wheels 2L and 2R side
A throttle valve 118 is disposed within the intake passage 17, and a throttle actuator 119 is provided in relation to the throttle valve 118 to adjust its opening degree.

Control valves 110 and 114. pump 112,
Further, the throttle actuator 119 is controlled by a controller 120. control valve 110
For example, the control signal ScI from the controller 120
” is supplied, the oil passage 108 and the oil passage 1
2 and 13, and also causes the oil passage 16 to communicate with the oil passages 12 and 13 when the control signal ScI'' is not supplied.The control valve 114
For example, the control signal S supplied from the controller 120
c," takes a predetermined high level, the oil passage 12
Also, when the control signal Sc2' takes a predetermined low level, only the oil passage 13 is opened, and when the control signal 3c,'' is not supplied, the oil passage 1 is opened.
2 and 13 will be opened. The pump 112 operates, for example, when a control signal Sp is supplied from the controller 120.

Further, when the throttle actuator 119 is supplied with the control signal Sa from the controller 120, for example,
It operates to reduce the opening degree of the throttle valve 118.

The controller 120 includes rotation speed sensors 101 and 102.
．． Detection signals SI+S from 103 and 104, detection signal sh from S3 and S4+steering angle sensor 39, detection signal SL from selection switch 40, and brake sensor 7
A detection signal sb from 8 is supplied.

Under such circumstances, the controller 120 receives the detection signals S from the rotational speed sensors 101 to 104, for example.

~ When it is detected that slippage has occurred in the rear wheel 10L and IOR based on S4, control signals Sc, ” and S are sent to the control valve 110 and pump 112.
p and the throttle actuator 11
A control signal Sa is supplied to 9. As a result, the working oil in the reservoir 106 arranged in the master cylinder 6 is
The operation of the pump 112 supplies oil to the disc brakes IIL and IIR through the oil passages 108.12 and 13, braking the rear wheels 10L and IOR, and reduces the opening of the throttle valve 118 to reduce the output of the engine 117. be lowered. In this way, traction control is performed to avoid slipping of the rear wheels 10L and IOR when the vehicle is running, thereby always maintaining an appropriate frictional state between the road surface and the wheels.

Also, when the car is turning, the controller 12
0 is a detection signal S from the rotation speed sensor 101 according to the friction state of the road surface selected by the selection switch 40;
A lateral acceleration value G is calculated based on the detection signal sh from the steering angle sensor 39, and if the calculated lateral acceleration value G is included in the area K in the map shown in FIG. The controller 120 supplies the control signal SCI'' to the valve 110 and the control signal sp to the pump 112.
The turning direction of the automobile is detected based on the detection signal sh from the control valve 114. For example, in the case of a right turn, a control signal Sc2'' having a predetermined high level is supplied to the control valve 114.

In this way, the pump 112 is operated and the oil passage 108 is brought into communication with the oil passages 12 and 13, so that the working oil in the reservoir 106 is supplied to the control valve through the oil passages 108, 12 and 13. 114. The operating oil is supplied from the control valve 114 through the oil passage 12 only to the disc brake IIL, and as a result, when the vehicle is turning, the operating oil is supplied to the outer rear wheel 10.
Braking for L is performed.

On the other hand, when the control valve 110 and the pump 112 are controlled as described above, for example, when the automobile is turning left, the controller 120 sends the control signal S02 to the control valve 114 at a predetermined low level. ”.

As a result, only the oil passage 13 is opened, and the working oil in the reservoir 106 is supplied only to the disc brake 11R through the oil passages 108 and 13. As a result, braking is performed on the outer rear wheel 10R while the vehicle is turning.

In the state where the rear wheel 10L or IOR is braked as described above, the controller 120:
Detection signal SV from vehicle speed sensor 38 and steering angle sensor 39
The lateral acceleration value G is sequentially calculated based on the detection signal sh from the pump 11, and if the calculated lateral acceleration value G is included in the region J in the map shown in FIG.
The supply of the control signal Sp to 2 is stopped. Thereby, the disc brake 11L through the oil passage 108
Alternatively, the supply of working oil to the IIR is stopped, and the braking state for the rear wheel 10L or IOR is released.

Note that when the controller 120 detects that the brake pedal 18 has been operated based on the detection signal sb from the brake sensor 78, the controller 120 controls the control valve 110.
．． 114 and a control signal Sc for the pump 112,
The supply of ", SC2" and Sp is stopped. Thereby,
The oil passage 16 and the oil passages 12 and 13 are brought into communication, and the oil passages 12 and 13 are opened. As a result, the working oil from the master cylinder 6, which is activated in response to the operation of the brake pedal 18, flows through the oil passages 8 and 4 to the disc brakes 3L and 3.
oil passages 16, 12 and 1.
3 to the disc brakes IIL and 11R. In this way, braking is performed on the front wheels 2L and 2R1 and the rear wheels 10L and 10R in accordance with the depression operation of the brake pedal 18.

Further, in the above example, the driving force control device according to the present invention is applied to a rear wheel drive vehicle in which the rear wheels 10L and 1OR are used as driving wheels, but for example, the driving force control device according to the present invention is applied to a rear wheel drive vehicle in which the rear wheels 10L and 1OR are used as driving wheels. It may also be applied to front-wheel drive vehicles.

(Effects of the Invention) As is clear from the above description, according to the vehicle driving force control device according to the present invention, when the vehicle is turning,
When the amount of change in the angle that the vehicle body centerline in the longitudinal direction of the vehicle makes with respect to a specific direction is greater than a predetermined value, or when the lateral acceleration acting on the vehicle is greater than a predetermined value, at least while the vehicle is turning. By applying braking to the drive wheels located on the outside of the turn, the load shift in the direction of travel of the vehicle is relatively small, but the vehicle speed is reduced. It is possible to reliably avoid a situation where a skid occurs, and it is possible to further improve running stability when the vehicle is turning.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram showing an example of an automobile driving force control device according to the present invention, and FIG. 2 is used to explain a map stored in the memory of a controller used in the example shown in FIG. 3 are diagrams showing other examples of the controller used in the example shown in FIG. 1, and FIGS. 4 and 5 are schematic configuration diagrams showing second and third examples of the present invention. 6 and 7 are side views, and FIGS. 8, 9, and 10 are side views for explaining the structure of the braking mechanism used in the example shown in FIG.
The figure shows the fourth aspect of the present invention. It is a schematic block diagram which shows the 5th and 6th example. In the diagram, 2L and 2R are the front wheels, 3L, 3R, 11L and I
IR is a disc brake, IOL and 10R are rear wheels, 2
2L and 22R are purging brakes, 28, 28L,
28R and 60 are boosters, 33.33L, 33R,
64, 7o, 76° 77. 84, 110 and 114 are control valves, 36, 36°, 37.41, 68.
79 and 120 are controllers, 38 is a vehicle speed sensor, 3
9 is a steering angle sensor, 42 is a Woo angle sensor, and 46 is a control a m
116.80 is a power steering device.

Claims (1)

[Claims] Detecting the angle that a braking means arranged to brake the driving wheels of the automobile and the vehicle body center line in the longitudinal direction of the automobile make with respect to a specific direction, or the vehicle speed and steering angle of the automobile, respectively. a sensor; and an amount of change in the angle obtained based on a detection output from the sensor according to the angle when the automobile turns.
Alternatively, when the lateral acceleration acting on the vehicle, which is obtained based on detection outputs from the sensor corresponding to the vehicle speed and the steering angle, respectively, exceeds a predetermined value, the braking means is actuated to at least control the vehicle. A driving force control device for an automobile, comprising: a braking control means for braking an outer drive wheel during a turning state of the vehicle.