JPH08276840A - Vehicle behavior control device - Google Patents

Abstract

(57) [Summary] [Purpose] A warning is issued to the driver before the behavior control is started to facilitate the driver to take necessary measures such as deceleration and to reduce the frequency of the behavior control. A behavior detection device (56, 58, 60, which detects a behavior of a vehicle as a spin state quantity indicating a turning behavior of the vehicle)
52) and when the spin state amount SV exceeds the limit threshold value Ks representing the behavior limit region, the behavior of the vehicle is controlled in the behavior stable region by controlling the braking pressure of the turning outer wheel on the front wheel side according to the spin state amount. A vehicle behavior control device having a behavior stabilization device (52, 54, etc.). An alarm area determination device that determines whether or not the vehicle behavior exceeds the alarm thresholds Ka1 and Ka2 set on the stable side of the limit threshold, and an alarm is issued when it is determined that the vehicle behavior exceeds the alarm threshold. And an alarm generation device (64, 66) for generating the.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a behavior control device for suppressing and reducing undesired behavior such as drift-out and spin at the time of turning a vehicle such as an automobile. A behavior control device configured to be emitted.

[0002]

2. Description of the Related Art As one of the devices for controlling the behavior of a vehicle such as an automobile when the vehicle turns, for example, Japanese Patent Laid-Open No. 3-4545.
As described in Japanese Patent Publication No. 3, a steering amount detecting means, a vehicle speed detecting means, a yaw rate detecting means, a limit vehicle speed detecting means for obtaining a tire grip limit vehicle speed according to a steering amount, a steering amount and a tire grip. A target yaw rate setting means for obtaining a target yaw rate corresponding to the limit vehicle speed and a braking means provided for each wheel are provided, and when the vehicle speed exceeds the grip limit vehicle speed of the tire, the yaw rate approaches the target yaw rate. A behavior control device configured to control the braking force of a turning inner wheel and an outer wheel so as to reduce the vehicle speed to a limit vehicle speed has been conventionally known.

According to such a behavior control device, the vehicle can always run in the grip area of the tire, and the yaw rate can be prevented from exceeding the target yaw rate, thereby preventing the vehicle from spinning or drifting out. The turning behavior can be prevented.

[0004]

In the conventional behavior control device described in the above publication, when the vehicle behavior exceeds the grip limit vehicle speed of the tire and the vehicle behavior reaches the behavior limit region, the driver The behavior control device automatically operates regardless of whether or not it is recognized, and the vehicle speed is reduced to the limit vehicle speed in such a manner that the yaw rate approaches the target yaw rate, so that the driver feels safe. There is a risk of accelerating even in a situation where the behavior is in the behavior limit region, and therefore there is a problem that energy is wasted due to the operation of the behavior control device and durability of the behavior control device is deteriorated.

The present invention has been made in view of the above-mentioned problems in the conventional behavior control device, and the main problem of the present invention is that the driver before the behavior control by the behavior control device is started. A warning is issued to the driver to let the driver know that the behavior of the vehicle is approaching the behavioral limit region, thereby facilitating the driver to take necessary measures such as deceleration and reducing the frequency of behavior control by the behavior control device. is there.

[0006]

According to the present invention, the main problems as described above are as follows. According to the present invention, the behavior detecting means for detecting the behavior of the vehicle and the behavior of the vehicle represent the behavior limit region. Limit area determination means for determining whether the vehicle exceeds the limit threshold, and when the determination that the vehicle behavior exceeds the limit threshold is made, the vehicle behavior is controlled so that the vehicle behavior falls within the behavior stable area. In a vehicle behavior control device having a behavior control means, an alarm area determination means for determining whether or not the vehicle behavior exceeds an alarm threshold value set on the stable side of the limit threshold value, and the vehicle behavior is This is achieved by a vehicle behavior control device characterized in that it has an alarm generating means for generating an alarm when it is determined that the alarm threshold has been exceeded.

According to the present invention, in order to effectively achieve the above-mentioned object, in the structure of claim 1, the behavior control device sets the behavior as the vehicle approaches from the alarm threshold to the limit threshold. There is an alarm changing unit for changing the alarm generated by the alarm generating unit to an alarm of a form that is highly recognizable by the driver (configuration of claim 2).

According to the present invention, in order to effectively achieve the above object, in the structure of claim 1, the behavior control device comprises means for calculating the frequency of the behavior control by the behavior control means, When the frequency of the behavior control exceeds a reference value, an alarm changing unit is provided for changing the alarm generated by the alarm generating unit to an alarm of a form that is highly recognizable by the driver (configuration of claim 3).

[0009]

According to the above-mentioned structure of the present invention, when the warning area judging means judges that the behavior of the vehicle has exceeded the warning threshold value set on the stable side of the limit threshold value, the warning generating means is used. Since the alarm is issued, the driver can recognize that the behavior control means is more likely to be activated before the behavior control means is activated, which allows the vehicle to be operated by the driver before the behavior control means is activated. The possibility that the vehicle is maneuvered so that the behavior of the behavior changes to the stable side is increased, and the operation frequency and time of the behavior control means are reduced.

Further, even when the behavior control means is activated after the alarm is issued by the alarm generating means, the alarm gives the driver an opportunity to be prepared for unstable behavior of the vehicle. Even if the behavior of the vehicle exceeds the limit of control by the behavior control means, the possibility of proper steering by the driver increases.

In particular, according to the above-mentioned structure of claim 2, as the behavior of the vehicle approaches from the warning threshold value to the limit threshold value, the warning generated by the warning generating means is highly recognizable by the driver by the warning changing means. Therefore, it is possible to make the driver more surely recognize that the behavior control means is likely to be activated before the behavior control means is activated.

Further, according to the above-mentioned configuration of claim 3, the frequency of the behavior control by the behavior control means is calculated, and when the frequency of the behavior control exceeds the reference value, the alarm changing means issues the alarm generated by the alarm generating means. Since the alarm is changed to a form that is highly recognizable by the driver, the driver can reliably recognize that the behavior control means is likely to operate and that the behavior control means is frequently operated. As a result, the possibility that the driver manipulates the vehicle so that the behavior of the vehicle changes to a stable side before the behavior control means is activated is increased, and an increase in the operating frequency and time of the behavior control means is prevented.

[0013]

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

FIG. 1 is a schematic configuration diagram showing a vehicle braking device to which a behavior control device according to the present invention is applied and an electric control device thereof.

In FIG. 1, the braking device 10 has a master cylinder 14 for pumping brake oil from the first and second ports in response to the driver's depression of the brake pedal 12, and the first port Is connected to the brake hydraulic pressure control devices 18 and 20 for the left and right front wheels by the brake hydraulic pressure control conduit 16 for the front wheels, and the second port is connected by the brake hydraulic pressure control conduit 24 for the rear wheels having a proportional valve 22 in the middle. Brake hydraulic control device 2
6 and 28. Further, the braking device 10 pumps the brake oil stored in the reservoir 30 and supplies it as high-pressure oil to the high-pressure conduit 32.
have. The high-pressure conduit 32 is connected to each brake hydraulic pressure control device 18, 20, 26, 28, and an accumulator 36 is connected in the middle thereof.

Each brake hydraulic control device 18, 20, 2
6 and 28 are wheel cylinders 38FL, 38FR, 38RL, and 38RR that control the braking force for the corresponding wheels.
And 3 port / 2 position switching type electromagnetic control valve 40FL,
40FR, 40RL, 40RR and normally open electromagnetic on-off valves 44FL, 44FR, 44RL, 44RR provided between the low pressure conduit 42 and the high pressure conduit 32 connected to the reservoir 30 and normally closed electromagnetic Open / close valve 46FL, 46FR, 46RL, 46
RR and. Open / close valves 44FL, 44FR, 4 respectively
4RL, 44RR and on-off valves 46FL, 46FR, 46RL, 46RR
The high pressure conduit 32 between and is a connecting conduit 48FL, 48FR, 48
Control valves 40FL, 40FR, 40RL, 40 by RL, 48RR
Connected to RR.

The control valves 40FL and 40FR are respectively the brake hydraulic control conduit 16 for the front wheels and the wheel cylinder 38FL.
And 38FR are connected for communication and the wheel cylinder 38FL
, 38FR and the connecting conduits 48FL and 48FR in the first position shown in the figure, and the brake hydraulic control conduit 16 and the wheel cylinders 38FL and 38FR in communication and the wheel cylinders 38FL and 38FR and the connecting conduit 48FL.
And 48FR are switched to a second position where they are connected for communication. Similarly, 40RL and 40RR are the brake hydraulic pressure control conduit 24 for the rear wheels and the wheel cylinder 3 respectively.
8RL and 38RR are communicatively connected and the wheel cylinder 3
8RL and 38RR and connecting conduits 48RL and 48RR, the first position shown in the figure, and the brake hydraulic pressure control conduit 2
4 and the wheel cylinders 38RL and 38RR are disconnected from each other, and the wheel cylinders 38RL and 38RR are connected to the connecting conduit 4.
8RL and 48RR are switched to a second position where they are connected for communication.

In the situation where the control valves 40FL, 40FR, 40RL, 40RR are in the second position, the on-off valves 44FL, 44FR, 4
4RL, 44RR and on-off valves 46FL, 46FR, 46RL, 46
When the RR is controlled to the illustrated state, the wheel cylinder 38
FL, 38FR, 38RL, 38RR are control valves 40FL, 40FR,
40RL, 40RR and connecting conduits 48FL, 48FR, 48RL,
It is communicatively connected to the high-pressure conduit 32 via 48RR, which increases the pressure in the wheel cylinder. Conversely, when the control valve is in the second position, the on-off valves 44FL, 44FR,
44RL and 44RR are closed and open / close valves 46FL, 46FR and 46
When RL and 46RR are opened, the wheel cylinder is connected in communication with the low-pressure conduit 42 via the control valve and the connecting conduit, which reduces the pressure in the wheel cylinder. Further, when the control valve is in the second position, the on-off valves 44FL, 4FL
4FR, 44RL, 44RR and on-off valves 46FL, 46FR, 46
When RL and 46RR are closed, the wheel cylinder is shut off from both the high-pressure conduit 32 and the low-pressure conduit 42, so that the pressure in the wheel cylinder is maintained as it is.

Thus, the braking device 10 includes the control valve 40FL,
When 40FR, 40RL, 40RR are in the first position, the wheel cylinders 38FL, 38FR, 38RL, 38RR generate a braking force according to the amount of depression of the brake pedal 12 by the driver, and the control valves 40FL, 40FR, 40RL, 40RR are generated.
When any of the RRs is in the second position, the on-off valves 44FL, 44FR, 44RL, 44RR and the on-off valve 46FL of the corresponding wheel are
By controlling opening / closing of 46FR, 46RL, and 46RR, the braking force of the wheel can be controlled regardless of the depression amount of the brake pedal 12 and the braking force of other wheels.

Control valves 40FL, 40FR, 40RL, 40RR,
Open / close valves 44FL, 44FR, 44RL, 44RR and open / close valve 46
FL, 46FR, 46RL, and 46RR are controlled by the electric controller 50 as will be described later in detail. The electric control device 50 comprises a microcomputer 52 and a drive circuit 54, which is not shown in detail in FIG. 1, but is, for example, a central processing unit (CPU).
, A read only memory (ROM), a random access memory (RAM), and an input / output port device, which may be connected to each other by a bidirectional common bus.

In the input / output port device of the microcomputer 52, a signal indicating the vehicle speed V from the vehicle speed sensor 56, a signal indicating the lateral acceleration Gy of the vehicle body from the lateral acceleration sensor 58 provided substantially at the center of gravity of the vehicle body, and a yaw rate sensor 60. A signal indicating the yaw rate γ of the vehicle body and signals indicating the wheel speeds (peripheral speeds) VFL and VFR of the left and right front wheels are input from the wheel speed sensors 62FL and 62FR, respectively. The lateral acceleration sensor 58 and the like are adapted to detect lateral acceleration and the like with the left turning direction of the vehicle being positive.

Further, the ROM of the microcomputer 52 stores various control flows and maps as described later, and the CPU performs various calculations as described later based on the parameters detected by the various sensors described above to execute the vehicle operation. The spin value SV for determining the turning behavior is obtained, the turning behavior of the vehicle is estimated based on the spin value, and the control amount for stabilizing the turning behavior of the vehicle is calculated.
An alarm signal is output to the alarm lamp 64 or the alarm buzzer 66 as necessary based on the calculation result, and the braking force of the left front wheel or the right front wheel is controlled to stabilize the turning behavior of the vehicle.

Next, the turning behavior control of the vehicle according to the first embodiment will be described with reference to the flow chart shown in FIG. The behavior control according to the flowchart shown in FIG. 2 is started by closing an ignition switch (not shown) and is repeatedly executed at predetermined time intervals.

First, in step 10, the vehicle speed sensor 56
A signal or the like indicating the vehicle speed V detected by is read, and in step 20, the lateral acceleration Gy is a deviation Gy-V * γ between the vehicle speed V and the product V * γ of the yaw rate γ. That is, the lateral slip acceleration Vyd of the vehicle is calculated, and in step 30, the lateral slip velocity Vy of the vehicle body is calculated by integrating the lateral acceleration deviation Vyd.
In step 40, the longitudinal speed Vx of the vehicle body (= vehicle speed V)
The slip angle β of the vehicle body is calculated as a ratio Vy / Vx of the lateral slip velocity Vy of the vehicle body to the deviation Vyd of the lateral acceleration calculated in step 20 using A and B as constants and to step 40. The spin value SV is calculated according to the following equation 1 based on the slip angle β of the vehicle body calculated in the above.

[0025]

## EQU00001 ## SV = A * .beta. + B * Vyd It should be noted that the calculation of the spin value SV itself does not form the subject of the present invention, and the spin value is in any form as long as it is calculated as a state quantity corresponding to the spin state of the vehicle. The linear sum A * β of the slip angle β of the vehicle body and the slip angular velocity βd of the vehicle body, where A and B are constants, for example.
It may be calculated as + B * βd.

In step 60, the spin value SV
It is determined whether the absolute value of is greater than the first warning threshold value Ka1, and when a positive determination is made, step 70
At step 80, the flag F1 is set to 1, and when a negative determination is made, at step 80, the flags F1, F2, F3 are set.
Is reset to 0.

In step 90, the spin value SV
It is determined whether the absolute value of is greater than the second warning threshold value Ka2, and when a positive determination is made, step 10
When the flag F2 is set to 1 at 0 and a negative determination is made, the flags F2 and F3 are set at step 110.
Is reset to 0.

In step 120, the spin value S
It is determined whether or not the absolute value of V exceeds the control threshold value Ks. When a negative determination is made, the flag F3 is reset to 0 in step 130, and when an affirmative determination is made, the processing proceeds to step 140. move on.

The control threshold value Ks is a threshold value for determining that if the absolute value of the spin value SV exceeds that value, the turning behavior of the vehicle enters the behavior limit region and spin or drift out is likely to occur. As can be seen from FIG. 4, the first warning threshold value Ka1 and the second warning threshold value Ka2 are threshold values set on the stable side of the control threshold value, and the first warning threshold value Ka1 is higher than the second warning threshold value Ka2. small.

In step 140, F3 is set to 1, and the target slip ratio Rs of the outer turning wheel on the front wheel side is calculated from the map corresponding to the graph of FIG. 4 based on the absolute value of the spin value SV. At 150, the target wheel speed Vwt is calculated according to the following equation 2 using Vin as the wheel speed of the front turning inner wheel, and at step 160, the duty ratio Dr is calculated according to the following equation 3.
In the following equation 3, Vout is the wheel speed of the outer turning wheel on the front wheel side, and Kp and Kd are proportional constants of the proportional term and the derivative term in the wheel speed feedback control.

[0031]

## EQU2 ## Vwt = (1-Rs) * Vin

## EQU3 ## Dr = Kp * (Vout-Vwt) + Kd * d (V
out −Vwt) / dt

In step 170, a control signal is output to the control valve 40FL or 40FR of the outer turning wheel on the front wheel side to set the control valve to the second position and also to turn on the front wheel side. The control signal corresponding to the duty ratio Dr calculated in step 160 is output to the opening / closing valve of the outer wheel to control the supply / discharge of the accumulator pressure to / from the wheel cylinder 38FL or 38FR of the turning outer wheel, and thereby the turning outer wheel. The braking pressure of is controlled.

In this case, when the duty ratio Dr calculated in step 160 is a value between the negative reference value and the positive reference value, the on-off valve upstream of the turning outer wheel is switched to the second position. And the downstream opening / closing valve is held at the first position, the pressure in the corresponding wheel cylinder is maintained, and when the duty ratio is equal to or greater than the positive reference value, the turning outer wheel is opened / closed on the upstream side and the downstream side. By controlling the valve to the position shown in FIG. 1, the pressure in the wheel cylinder is increased by supplying the accumulator pressure to the corresponding wheel cylinder, and the duty ratio is equal to or less than the negative reference value. Occasionally, the open / close valves on the upstream and downstream sides of the turning outer wheel are switched and set to the second position, so that the brake oil in the corresponding wheel cylinder is discharged to the low pressure conduit 42. It is, thereby the pressure within the wheel cylinder is reduced.

Next, the alarm control will be described with reference to the flow chart shown in FIG. The alarm control according to the flowchart shown in FIG. 3 is started by closing an ignition switch (not shown) and is repeatedly executed at predetermined time intervals.

First, at step 210, it is judged if the flag F3 has changed from 1 to 0, that is, if the execution of the vehicle behavior control has been completed, and a negative judgment is made. When the determination is affirmative, the routine proceeds to step 260, whereupon the count value C of the counter relating to the number of times the behavior control is executed is incremented by 1, and then proceeds to step 230.

In step 230, it is judged whether or not the count value C exceeds the reference value Cs (a positive constant integer), and when a positive judgment is made, step 240
In step 250, the flag F4 is set to 1, and when a negative determination is made, the flag F4 is reset to 0 in step 250.

In step 260, it is judged whether or not the flag F3 is 1, and when the affirmative judgment is made, the routine proceeds to step 320, and when the negative judgment is made, the flag F2 is made in the step 270. Whether or not is 1 is determined. When an affirmative judgment is made in step 270, the routine proceeds to step 310, and when a negative judgment is made, it is judged in step 280 whether the flag F1 is 1 or not. If a negative determination is made in step 280, the process returns to step 210, and if an affirmative determination is made, the process proceeds to step 290.

At step 290, it is judged if the flag F4 is 1 or not. If a negative judgment is made, the alarm lamp 64 is turned on at step 300, and if a positive judgment is made. At step 310, the alarm buzzer 66 is activated. In step 320, the alarm lamp 64 is flashed.

Thus, in the illustrated embodiment, the spin value SV is calculated in steps 10 to 50, and whether or not the turning behavior of the vehicle is unstable based on the spin value SV in step 120. The determination, that is, whether or not the behavior control is necessary, is performed. When a negative determination is made, the process returns to step 10 without executing steps 140 to 170, whereby the braking pressure of each wheel is changed to the master cylinder. It is controlled in accordance with the pressure and thus the amount of depression of the brake pedal 12.

On the other hand, when a positive determination is made in step 120, that is, the behavior control is required,
The behavior control is executed by executing steps 140 to 170, the braking force is applied to the turning outer wheel on the front wheel side or the braking force is increased, and thereby the turning behavior of the vehicle is stabilized, resulting in spin or drift-out. Is prevented from occurring.

Also according to the illustrated embodiment, step 12
Steps 60 to 110 are executed before 0, and it is determined in steps 60 and 90 whether or not the absolute value of the spin value SV exceeds the first warning threshold value Ka1 and the second warning threshold value Ka2. If a positive determination is made, the flags F1 and F2 are set to 1 in steps 70 and 100. When the flag F1 is 1, the warning lamp 64 is turned on in step 300 to give a warning to the driver that the turning behavior of the vehicle may become unstable, and the flag F2 is set to 1 If so, the alarm buzzer 66 is activated in step 310, thereby issuing an alarm to the driver that the turning behavior of the vehicle is likely to be unstable.

Therefore, the driver can recognize that turning behavior of the vehicle may become unstable by turning on the alarm lamp 64, and the vehicle is activated by the operation of the alarm buzzer 66 which is more recognizable than the alarm lamp. It is possible to recognize that the turning behavior of the vehicle is likely to be unstable, and this makes it possible to take necessary measures such as deceleration before the occurrence of spin or drift-out, and the operation frequency and time of the behavior control device. Can be reduced. When the flag F2 is 1, the alarm lamp 64 may be turned on and the alarm buzzer 66 may be activated.

Particularly in the illustrated embodiment, step 21
At 0 and 220, the number C of behavior control, that is, the frequency of behavior control during one operation is counted. When the number C exceeds the reference value Cs, the flag F4 is set to 1 in step 240. Therefore, even when the absolute value of the spin value SV exceeds the first alarm threshold value Ka1 and the alarm lamp 64 should normally be turned on, the alarm buzzer 66 is activated, and the driver is in a turning behavior of the vehicle. It is possible to reliably recognize that there is a possibility of instability and that the behavior control device operates frequently, and the driver takes necessary measures such as deceleration compared to when the warning lamp is turned on. It is possible to reduce the frequency and time of operating the behavior control device.

Further, according to the illustrated embodiment, when the absolute value of the spin value SV exceeds the control threshold value Ks, the flag F3 is set to 1 in step 140, and the alarm lamp 64 is blinked in step 320. Therefore, the driver can recognize whether or not the behavior control is being performed by the behavior control device.

In the first embodiment described above, the spin value S is calculated according to the equation 1 as the state quantity indicating the turning behavior of the vehicle.
Although V is calculated, the state quantity indicating the turning behavior of the vehicle is the deviation Δγ between the target yaw rate γt and the actual yaw rate γa of the vehicle, as shown in FIG. 5 as the second embodiment. It may be. In FIG. 5, steps corresponding to the steps shown in FIG. 2 are given the same step numbers as the step numbers given in FIG.

In step 25 of the behavior control routine of this embodiment, θ is the steering angle, L is the wheel base of the vehicle, and K is the stability factor. At 35, the deviation Δγ between the actual yaw rate γ and the target yaw rate γt is calculated according to the following equation 5.

[0047]

## EQU4 ## γt = V * θ / L-K * Gy * V

(5) Δγ = γ−γt

Further, in step 60, it is judged whether or not the absolute value of the yaw rate deviation Δγ exceeds the first alarm threshold value Sa1, and in step 90, the absolute value of the yaw rate deviation Δγ is the second value. Of the yaw rate deviation .DELTA..gamma. Is determined in step 120, and it is determined in step 140 that the absolute value of the yaw rate deviation .DELTA..gamma. Yaw rate deviation Δ
Based on the absolute value of γ, the target slip ratio Rs of the outer turning wheel on the front wheel side is calculated from a map similar to the map corresponding to the graph of FIG.

Therefore, also in the second embodiment, the driver may be unstable in the turning behavior of the vehicle before the behavior control by the behavior control device is started. It is possible to recognize that there is a high probability that the behavior control device becomes unstable and that the behavior control device operates frequently, and it is possible to obtain the same operational effect as in the case of the first embodiment described above.

In each of the above-described embodiments, when the turning behavior of the vehicle becomes unstable, the braking force of the turning outer wheel on the front wheel side is controlled according to the spin value SV or the yaw rate deviation Δγ, and The spin is reduced by the anti-spin moment due to the difference between the braking force of the turning outer wheel and the braking force of the turning inner wheel, but the turning behavior is controlled in any manner as long as it can stabilize the behavior of the vehicle. The braking force of the turning outer wheels on both the front wheel side and the rear wheel side may be controlled, for example.

Further, in the above-mentioned first embodiment, the frequency of the behavior control by the behavior control device is the frequency of the behavior control during one operation, but the count value C relating to the number of times of the behavior control is executed. The frequency of the behavior control may be calculated as the number of times the behavior control is executed during the predetermined driving time by clearing the value of the behavior control every predetermined driving time.

Although the present invention has been described above in detail with reference to specific embodiments, the present invention is not limited to the above-mentioned embodiments, and various other embodiments within the scope of the present invention. It will be apparent to those skilled in the art that

For example, the threshold values Ka1 and K1 in the first embodiment.
a2, Ks and the threshold values Sa1, Sa2, S in the second embodiment
Although s is a constant, it may be variably set according to the friction coefficient of the road surface, the cant of the road surface (inclination in the left-right direction), and the like.

[0054]

As is apparent from the above description, according to the configuration of claim 1 of the present invention, the fact that the behavior of the vehicle exceeds the warning threshold value set on the stable side of the limit threshold value by the warning area determining means. When the determination is made, the alarm is generated by the alarm generation means, and the driver can recognize that the behavior control means is likely to operate before the behavior control means operates. The possibility that the vehicle will be operated by the driver to change the behavior of the vehicle to a stable side before the operation of the vehicle is increased, which reduces the operation frequency and time of the behavior control means to reduce energy consumption and behavior. The durability of the control device can be improved.

Further, even when the behavior control means is activated after the alarm is issued by the alarm generating means, the alarm gives the driver an opportunity to be prepared for unstable behavior of the vehicle. Even if the behavior of the vehicle exceeds the limit of control by the behavior control means, the possibility that the driver performs appropriate steering is increased, and as a result, the performance of the behavior control device is improved. Can be obtained.

Further, according to the above-mentioned configuration of the second aspect, as the behavior of the vehicle approaches from the warning threshold value to the limit threshold value, the warning generated by the warning generating means causes the warning changing means to be highly recognizable by the driver. Since it is changed to, the driver can more surely recognize that the behavior control means is likely to be activated before the behavior control means is activated, whereby the operation effect of the configuration of claim 1 can be obtained. It can be obtained even more reliably.

Further, according to the above-mentioned configuration of claim 3, the frequency of the behavior control by the behavior control means is calculated, and when the frequency of the behavior control exceeds the reference value, the alarm generated by the alarm generating means is issued by the alarm changing means. Since the alarm is changed to a form that is highly recognizable by the driver, the driver can learn that the behavior control means is likely to operate and can reliably recognize that the behavior control means operates frequently. As a result, it is possible to increase the possibility that the vehicle driver operates the vehicle so that the behavior of the vehicle changes to the stable side before the behavior control means operates, and to prevent the operation frequency and time of the behavior control means from increasing. it can.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing a vehicle braking device to which a behavior control device according to the present invention is applied and an electric control device thereof.

FIG. 2 is a flowchart showing a turning behavior control routine in a first embodiment of the behavior control device according to the present invention.

FIG. 3 is a flowchart showing an alarm control routine in the first embodiment of the behavior control device according to the present invention.

FIG. 4 is a graph showing the relationship between the absolute value of the spin value SV and the target slip ratio Rs.

FIG. 5 is a flowchart showing a turning behavior control routine in a second embodiment of the behavior control device according to the present invention.

[Explanation of symbols]

 10 ... Braking device 14 ... Master cylinder 18, 20, 26, 28 ... Brake hydraulic pressure control device 34 ... Oil pump 38FL, 38FR, 38RL, 38RR ... Wheel cylinder 40FL, 40FR, 40RL, 40RR ... Control valve 44FL, 44FR, 44RL, 44RR ... Open / close valve 46FL, 46FR, 46RL, 46RR ... Open / close valve 50 ... Electric control device 56 ... Vehicle speed sensor 58 ... Lateral acceleration sensor 60 ... Yaw rate sensor 62FL, 62FR ... Wheel speed sensor 64 ... Warning lamp 66 ... Warning buzzer

Claims (3)

[Claims] 1. A behavior detecting means for detecting a behavior of a vehicle, a limit area determining means for determining whether or not the behavior of the vehicle exceeds a limit threshold value indicating a behavior limit area, and a behavior of the vehicle exceeding the limit threshold value. In a vehicle behavior control device having a behavior control means for controlling the behavior of the vehicle so that the behavior of the vehicle falls within the behavior stable region when it is determined that the behavior of the vehicle is more stable than the limit threshold value. An alarm area determining means for determining whether or not the alarm threshold value set in the above is exceeded, and an alarm generating means for issuing an alarm when it is determined that the behavior of the vehicle exceeds the alarm threshold value. A vehicle behavior control device characterized in that 2. The vehicle behavior control device according to claim 1, wherein the warning generated by the warning generation means is highly recognizable by a driver as the behavior of the vehicle approaches from the warning threshold value to the limit threshold value. A behavior control device for a vehicle, comprising: an alarm changing means for changing to the above alarm. 3. The vehicle behavior control device according to claim 1, wherein the behavior control means calculates the frequency of the behavior control, and the alarm generation means generates when the behavior control frequency exceeds a reference value. A behavior control device for a vehicle, comprising: an alarm changing unit for changing the generated alarm into an alarm that is highly recognizable by a driver.