JPH09249108A - Vehicle behavior control device - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To appropriately suppress the spin of a vehicle regardless of the slip state of the rear wheels by controlling the behavior control amount according to the slip amount of the rear wheels. SOLUTION: The spin state quantity SS of the vehicle is detected (steps 10 to 50), and a braking force is applied to the front wheel on the outside of the turning to reduce the spin state quantity according to the spin state quantity, and the anti-spin direction is applied to the vehicle. The vehicle's behavior is controlled by applying the yaw moment of (steps 150, 17).
0-230) Vehicle behavior control device. The slip amount of the rear wheel is detected (steps 60 to 80), and the behavior control amount is corrected according to the slip amount of the rear wheel so that the behavior control amount increases as the slip amount of the rear wheel increases (steps 90 and 11).
0).

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 spin during turning of a vehicle such as an automobile.

[0002]

2. Description of the Related Art As one of behavior control devices for controlling the behavior of a vehicle such as an automobile at the time of turning, for example, Japanese Patent Laid-Open Publication No. Hei.
As described in Japanese Patent Publication No. 109711, the turning limit of the vehicle is determined based on the slip angle of the vehicle body and the slip angular velocity of the vehicle body, and at the time of the turning limit of the vehicle, the front and rear wheel distribution ratio of the reverse roll moment is adjusted to a value of strong understeer. A behavior control device configured as described above is conventionally known.

According to such a behavior control device, when the vehicle is in the turning limit state, in other words, when the slip angle of the vehicle body changes abruptly, the front-rear wheel distribution ratio of the reverse roll moment is adjusted to a value of strong understeer. Therefore, it is possible to prevent the vehicle from spinning and to stabilize the turning behavior of the vehicle.

[0004]

In the behavior control device described in the above publication, the turning limit of the vehicle is determined based on the slip angle of the vehicle and the slip angular velocity of the vehicle, and the reference value for the determination is constant. It is. However, whether or not the vehicle is in the turning limit state changes depending on the slip amount of the rear wheels. For example, as shown in FIG. 7, in the coordinate system of vehicle body slip angle β-vehicle body slip angular velocity βd, the unstable region (spin region) of the vehicle is hatched when the rear wheels are not slipping. It is an area where
The boundary of the unstable region of the vehicle in the situation where the rear wheels are slipping is shifted to the origin side of the coordinates. Therefore, the behavior control device described in the above publication has a problem that it is not always possible to appropriately suppress spin of the vehicle when the rear wheels are slipping.

The present invention has been made in view of the above-described problems in the conventional behavior control device, and the main object of the present invention is to detect the slip amount of the rear wheel and determine the slip amount of the rear wheel. By controlling the behavior control amount accordingly, the spin of the vehicle is appropriately suppressed regardless of the slip state of the rear wheels.

[0006]

According to the present invention, the main problems described above are according to the structure of claim 1, that is, means for detecting a spin state quantity of a vehicle, and the spin state according to the spin state quantity. In a vehicle behavior control device having a behavior control means for controlling the behavior of the vehicle so that the amount of the amount becomes smaller, a means for detecting the slip amount of the rear wheel and a behavior as the slip amount of the rear wheel becomes higher It is achieved by a vehicle behavior control device comprising: a correction unit that corrects the behavior control amount according to the slip amount of the rear wheel so that the control amount becomes large.

According to the above-mentioned structure of claim 1, the slip amount of the rear wheel is detected, and the higher the slip amount of the rear wheel, in other words, the more the vehicle spins easily in view of the same spin state quantity. Since the behavior control amount is corrected according to the slip amount of the rear wheels so that the control amount becomes large, the spin of the vehicle is appropriately suppressed regardless of the slip state of the rear wheels.

[0008]

According to a preferred embodiment of the problem solving means of the present invention, in the constitution of claim 1, the correction means has a larger spin state quantity as the rear wheel slip amount is higher. It is configured to correct the spin state amount according to the slip amount of the rear wheel so as to increase.

According to this construction, the higher the slip amount of the rear wheel, the larger the spin state amount, and consequently, the higher the slip amount of the rear wheel, the larger the behavior control amount. The behavior control amount is corrected according to.

According to another preferred aspect of the problem solving means of the present invention, in the structure of claim 1, the means for detecting the spin state quantity of the vehicle is a means for detecting the slip angle β of the vehicle body. , A means for detecting the physical quantity βd corresponding to the slip angular velocity of the vehicle body, and means for calculating the spin state quantity of the vehicle based on the slip angle β and the physical quantity βd of the vehicle body.

According to still another preferred aspect of the problem solving means of the present invention, in the structure of claim 1, the behavior control means applies a braking force corresponding to the spin state amount to the turning outer front wheel. By giving a yaw moment in the anti-spin direction to the vehicle, the behavior of the vehicle is controlled so that the magnitude of the spin state amount is reduced.

Further, the slip amount of the rear wheel affects the turning limit state of the vehicle when the rear wheel is the driving wheel and the rear wheel slip is an acceleration slip or a braking slip during engine braking. Therefore, according to still another preferred aspect of the problem solving means of the present invention, in the structure of claim 1, the vehicle is a rear-wheel drive vehicle or a four-wheel drive vehicle, and the slip amount of the rear wheel is detected. The means is configured to detect at least one wheel speed of each of the front wheel and the rear wheel and calculate the slip amount of the rear wheel as a deviation of the wheel speed of the rear wheel from the wheel speed of the front wheel.

[0013]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing a first embodiment of the present invention;

FIG. 1 is a schematic configuration diagram showing a hydraulic circuit and an electric control device of one embodiment of a behavior control device according to the present invention.

In FIG. 1, a braking device 10 includes a master cylinder 14 for pumping brake oil from first and second ports in response to a driver's depression of a brake pedal 12, and an oil pressure in the master cylinder. And a hydro booster 16 for increasing the brake oil to a pressure (regulator pressure) corresponding to the above. Master cylinder 1
The first port 4 is a brake hydraulic control conduit 18 for the front wheels.
The second port is connected to a three-port two-position switching type for left and right rear wheels by a rear wheel brake hydraulic control conduit 26 having a proportional valve 24 on the way. It is connected to an electromagnetic control valve 28. The control valve 28 is connected by a conduit 30 to a brake hydraulic control device 32 for the left rear wheel and a brake hydraulic control device 34 for the right rear wheel.

The braking device 10 also has an oil pump 40 that pumps the brake oil stored in the reservoir 36 and supplies it as high-pressure oil to the high-pressure conduit 38. The high-pressure conduit 38 is connected to the hydrobooster 16 and the switching valve 44, and an accumulator 46 for accumulating high-pressure oil discharged from the oil pump 40 as accumulator pressure is connected to the middle of the high-pressure conduit 38. There is. As shown in the drawing, the switching valve 44 is also a 3-port 2-position switching type electromagnetic switching valve, and is connected to the hydrobooster 16 by a regulator pressure supply conduit 47 for four wheels.

Brake hydraulic pressure control devices 20 and 22 for the left and right front wheels respectively include wheel cylinders 48FL and 48FR for controlling the braking force on the corresponding wheels, electromagnetic control valves 50FL and 50FR of a 3-port 2-position switching type, and a reservoir. Low pressure conduit 5 as return passage connected to 36
2 and the switching valve 44. The normally open electromagnetic on-off valves 54FL and 54FR and the normally closed electromagnetic on-off valve 56FL provided in the middle of the regulator pressure supply conduit 53 for the left and right front wheels. And 56 FR. Open / close valve 5
The regulator pressure supply conduits 53 for the left and right front wheels between the 4FL, 54FR and the on-off valves 56FL, 56FR are connected conduits 58FL, 5FL.
It is connected to the control valves 50FL and 50FR by 8FR.

A brake hydraulic control device 32 for the left and right rear wheels,
Reference numeral 34 denotes a normally-open electromagnetic on-off valve 60RL, 60 provided between the control valve 28 and the low-pressure conduit 52 in the middle of the conduit 30.
RR and normally closed solenoid-operated on-off valves 62RL, 62RR, and wheel cylinders 64RL, 64RR for controlling braking force on the corresponding wheels, respectively.
RL and 64RR are connected to the conduit 30 between the on-off valves 60RL and 60RR and the on-off valves 62RL and 62RR by connection conduits 66RL and 66RR, respectively.

The control valves 50FL and 50FR are respectively the brake hydraulic control conduit 18 for the front wheels and the wheel cylinder 48FL.
And 48FR and wheel cylinder 48FL
, 48FR and the connection conduits 58FL and 58FR, the first position shown in the figure, the brake hydraulic control conduit 18 and the wheel cylinders 48FL and 48FR are disconnected, and the wheel cylinders 48FL and 48FR are connected to the connection conduit 58FL.
, And 58FR.

A regulator pressure supply conduit 68 for the left and right rear wheels is connected between the switching valve 44 and the left and right rear wheel control valve 28, and the control valve 28 and the brake hydraulic pressure control conduit 26 for the rear wheels, respectively. The on-off valves 60RL and 60RR are connected in communication with each other, and the on-off valves 60RL and 60RR and the regulator pressure supply conduit 68 are connected.
The first position shown in the figure for shutting off the communication with the brake hydraulic pressure control conduit 26, shutting off the communication between the brake hydraulic pressure control conduit 26 and the on-off valves 60RL, 60RR, and the on-off valves 60RL, 60RR and the regulator pressure supply conduit 6.
It is adapted to switch to a second position where 8 is connected for communication.

The control valves 50FL, 50FR, 28 function as master cylinder pressure shutoff valves, and when these control valves are in the first position shown, the wheel cylinders 48FL, 48.
FR, 64RL, 64RR are connected in communication with conduits 18, 26,
By supplying the master cylinder pressure to each wheel cylinder, the braking force of each wheel is controlled according to the amount of depression of the brake pedal 12 by the driver, and the control valves 50FL, 50FL
When 0FR, 28 is in the second position, each wheel cylinder is shut off from the master cylinder pressure.

The switching valve 44 is a wheel cylinder 48F.
The control valves 50FL, 50FR, 28 are switched to the second position and the opening / closing valves 54FL, 54FR serve to switch the hydraulic pressure supplied to the L, 48FR, 64RL, 64RR between the accumulator pressure and the regulator pressure. , 60RL, 60RR and the on-off valves 56FL, 56FR, 62RL, 62RR in the positions shown, when the switching valve 44 is maintained in the first position shown, the wheel cylinders 48FL, 48FR, 64R.
By supplying the regulator pressure to L and 64RR, the pressure in each wheel cylinder is controlled by the regulator pressure, so that the braking pressure of that wheel becomes the depression amount of the brake pedal 12 regardless of the braking pressure of the other wheels. It is controlled in the pressure increasing mode by the corresponding regulator pressure.

Even if each valve is set to the pressure increasing mode by the regulator pressure, when the pressure in the wheel cylinder is higher than the regulator pressure, the oil in the wheel cylinder flows backward and the control mode is the pressure increasing mode. Nevertheless, the actual braking pressure drops.

Also, the control valves 50FL, 50FR, 28 are switched to the second position and the opening / closing valves 54FL, 54FR, 60RL,
When the switching valve 44 is switched to the second position with the 60RR and the on-off valves 56FL, 56FR, 62RL, 62RR in the positions shown, the wheel cylinders 48FL, 48FR, 64R.
By supplying the accumulator pressure to L and 64RR, the pressure in each wheel cylinder is controlled by the accumulator pressure higher than the regulator pressure, and thereby, regardless of the depression amount of the brake pedal 12 and the braking pressure of other wheels. The braking pressure of the wheels is controlled in the pressure increasing mode by the accumulator pressure.

Further, with the control valves 50FL, 50FR, 28 switched to the second position, the on-off valves 54FL, 54FR, 6
0RL and 60RR are switched to the second position, and the on-off valve 56F
When L, 56FR, 62RL, 62RR are controlled to the illustrated state, the pressure in each wheel cylinder is maintained regardless of the position of the switching valve 44, and the control valves 50FL, 50FR, 28 are switched to the second position. Open / close valves 54FL, 54FR, 6
0RL, 60RR and open / close valves 56FL, 56FR, 62RL, 62
When RR is switched to the second position, the pressure in each wheel cylinder is reduced irrespective of the position of the switching valve 44, so that the wheel of that wheel is irrespective of the depression amount of the brake pedal 12 and the braking pressure of other wheels. The braking pressure is controlled in the pressure reduction mode.

Switching valve 44, control valves 50FL, 50FR, 2
8, the on-off valves 54FL, 54FR, 60RL, 60RR and the on-off valves 56FL, 56FR, 62RL, 62RR are controlled by the electric control device 70 as described in detail later. The electric control device 70 includes a microcomputer 72 and a drive circuit 74.
Although the microcomputer 72 is not shown in detail in FIG.
PU), read only memory (ROM), random access memory (RAM), and input / output port device, which are connected to each other by a bidirectional common bus. Good.

In the input / output port device of the microcomputer 72, a signal indicating the vehicle speed V from the vehicle speed sensor 76, a signal indicating the lateral acceleration Gy of the vehicle body from a lateral acceleration sensor 78 provided substantially at the center of gravity of the vehicle body, and a yaw rate sensor 80. A signal indicating the yaw rate γ of the vehicle body, a signal indicating the steering angle θ from the steering angle sensor 82, a signal indicating the longitudinal acceleration Gx of the vehicle body from the longitudinal acceleration sensor 84 provided substantially at the center of gravity of the vehicle body, a wheel speed sensor 86FL ... From 86RR, wheel speeds (circumferential speeds) Vwfl, Vwfr of the left and right front wheels and the left and right rear wheels,
A signal indicating Vwrl and Vwrr and a signal indicating whether or not the brake pedal 12 is depressed by the driver are input from the braking switch 88. The lateral acceleration sensor 78, the yaw rate sensor 80, and the like detect lateral acceleration and the like with the left turning direction of the vehicle as positive, and the longitudinal acceleration sensor 84 detects longitudinal acceleration with the acceleration direction of the vehicle as positive.

The ROM of the microcomputer 72 stores the control flows of FIGS. 2 and 3 and the maps of FIGS. 4 to 6 as will be described later, and the CPU will be described later on the basis of the parameters detected by the various sensors described above. The spin state quantity SS for determining the turning behavior of the vehicle by performing various calculations as described above.
Also, the drift-out state quantity DS is obtained, the turning behavior of the vehicle is estimated based on these state quantities, and the turning behavior is controlled by controlling the braking force of each wheel based on the estimation result.

Next, the vehicle behavior control routine will be described with reference to the flow charts shown in FIGS. The control according to the flowcharts shown in FIGS. 2 and 3 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 7
A signal or the like indicating the vehicle speed V detected in 6 is read, and in step 20, the lateral acceleration Gy is deviated from the product V * γ of the vehicle speed V and the yaw rate γ as a deviation Gy-V * γ. That is, the side slip acceleration Vyd of the vehicle is calculated, and in step 30, the side slip velocity Vy of the vehicle body is calculated by integrating the side slip acceleration Vyd.
The slip angle β of the vehicle body is calculated as the ratio Vy / Vx of the vehicle side slip velocity Vy to the vehicle longitudinal velocity Vx (= vehicle speed V).

In step 40, the differential value βd of the slip angle β of the vehicle body is calculated, and K1 and K2 are respectively taken as positive constants to obtain the linear sum K1 * β + K2 * βd of the vehicle body slip angle β and the lateral slip acceleration Vyd. The spin amount SV is calculated, and in step 50 the yaw rate γ
The turning direction of the vehicle is determined based on the sign of, and the spin state amount SS is calculated as SV when the vehicle is turning left and as -SV when the vehicle is turning right, and when the calculation result is a negative value, the spin state amount is calculated. Is set to 0. The spin amount S
V may be calculated as a linear sum of the vehicle body slip angle β and the side slip acceleration Vyd.

In step 60, the average wheel speed Vwf of the left and right front wheels, which are the driven wheels, is calculated according to the following equation 1. In step 70, the average wheel speed Vwf of the left and right rear wheels, which are the driving wheels, is calculated according to the following equation 2. The speed Vwr is calculated, and in step 80, the slip amount SLr of the rear wheel is calculated according to the following equation (3).

[0033]

Vwf = (Vwfl + Vwfr) / 2

## EQU2 ## Vwr = (Vwrl + Vwrr) / 2

## EQU3 ## SLr = | Vwf-Vwr |

In step 90, it is judged whether or not the slip amount SLr of the rear wheel exceeds the reference value SLro (a positive constant), that is, it is judged whether or not the spin state amount SS needs to be corrected. If a negative determination is made, the process directly proceeds to step 120, and if a positive determination is made, the process proceeds to step 100.

In step 100, the braking switch 8
Whether the braking operation is performed by the driver is determined by determining whether 8 is on. If the determination is affirmative, the process directly proceeds to step 120, and if negative determination is performed, the step is performed. At 110, the spin state amount SS is corrected according to the following equation 4 with Kr as the rear wheel slip ratio control gain (a positive constant).

[Formula 4] SS = SS * (SLr-SLro) * Kr

In step 120, the actual steering angle δ of the front wheels is calculated based on the steering angle θ, the target yaw rate γc is calculated according to the following equation 5 using Kh as a stability factor, and T is a time constant s. Is used as a Laplace operator to calculate the reference yaw rate γt according to the following equation 6. Incidentally, the target yaw rate γc may be calculated in consideration of the lateral acceleration Gy of the vehicle in consideration of a dynamic yaw rate.

[0037]

[Number 5] γc = V * δ / (1 + Kh * V 2) * H

Γt = γc / (1 + T * s)

In step 130, the drift-out amount DV is calculated according to the following equation 7. The drift-out amount DV may be calculated according to the following equation 8 with H being the wheel base.

[0039]

## EQU7 ## DV = (γt−γ)

## EQU8 ## DV = H * (γt−γ) / V

In step 140, the turning direction of the vehicle is determined based on the sign of the yaw rate γ, and the drift-out state amount DS is calculated as DV when the vehicle is turning left and is calculated as -DV when the vehicle is turning right. When the calculation result is a negative value, the drift-out state quantity is 0.

At step 150, the spin state quantity S
Based on S, the slip ratio target value Rssfo of the front wheel on the outside of the turn is calculated from the map corresponding to the graph shown in FIG. 4, and in step 160, it corresponds to the graph shown in FIG. 5 based on the drift-out state quantity DS. The target slip ratio Rsall of the vehicle is calculated from the map.

In step 170, the target slip ratios Rsfo, Rsfi, and Rsro of the outer front wheel, the inner front wheel, the outer rear wheel, and the inner rear wheel are set to Ksri as the distribution ratio of the inner rear wheel according to the following equation 9. , Rsri are calculated.

## EQU9 ## Rsfo = Rssfo Rsfi = 0 Rsro = (Rsall-Rssfo) * (100-Ksri) / 1
00 Rsri = (Rsall-Rssfo) * Ksri / 100

In step 180, the turning direction of the vehicle is judged based on the sign of the yaw rate γ, whereby the inner and outer turning wheels are specified, and the final target slip ratio Rsi (i = fr, fl, rr, rl) are calculated. That is, the final target slip ratio Rsi is calculated according to the following equations 10 and 11 for the case of turning the vehicle to the left and the case of turning to the right, respectively.

[0044]

Rsfr = Rsfo Rsfl = Rsfi Rsrr = Rsro Rsrl = Rsri

Rsfr = Rsfi Rsfl = Rsfo Rsrr = Rsri Rsrl = Rsro

In step 190, it is judged whether all final target slip ratios Rsi are 0, that is, whether the behavior control is unnecessary or not. Returning to step 10, when a negative determination is made, the target wheel speed Vwti of each wheel is calculated in step 200 using Vb as the reference wheel speed (for example, the wheel speed of the front wheel on the inside of the turn) according to the following equation 12.

## EQU12 ## Vwti = Vb * (100-Rsi) / 100

In step 210, Vwid is the wheel acceleration of each wheel (differential value of Vwi), and Ks is a positive constant coefficient, and the target slip amount S of each wheel is calculated according to the following equation (12).
Pi is calculated, and in step 220, the duty ratio D of each wheel is calculated from the map corresponding to the graph shown in FIG.
ri is calculated.

## EQU12 ## SPi = Vwi-Vwti + Ks * (Vwid-Gx)

Further, in step 230, the switching valve 44
Is switched to the second position to introduce the accumulator pressure, and the control signal is output to the control valves 28, 50FR to 50RL of the wheels corresponding to the wheels whose final target slip Rsi is not 0. The control valve is switched and set to the second position. Further, by outputting a control signal corresponding to the duty ratio Dri to the on-off valves of each wheel, the wheel cylinders 48FR, 48FL, 64RR, 64RL
The supply and discharge of the accumulator pressure to and from is controlled, whereby the braking pressure of each wheel is controlled.

In this case, when the duty ratio Dri is a value between the negative reference value and the positive reference value, the upstream open / close valve is switched to the second position and the downstream open / close valve is set to the first position. By holding the position, the pressure in the corresponding wheel cylinder is held, and when the duty ratio is equal to or more than the positive reference value, the upstream and downstream open / close valves are controlled to the positions shown in FIG. By supplying the accumulator pressure to the corresponding wheel cylinder, the pressure in the wheel cylinder is increased. When the duty ratio is equal to or less than the negative reference value, the upstream and downstream open / close valves are in the second position. , The brake oil in the corresponding wheel cylinder is supplied to the low-pressure conduit 52.
To reduce the pressure in the wheel cylinder.

When the pressure in the wheel cylinder is increased, the open / close valve on the upstream side is opened / closed according to the duty ratio, and when the pressure in the wheel cylinder is reduced, the open / close valve on the downstream side is opened / closed according to the duty ratio. It is opened and closed. As a result, the increasing / decreasing gradient of the pressure in the wheel cylinder becomes larger as the duty ratio becomes larger.

Thus, according to this embodiment, when the turning behavior of the vehicle is in a stable state, the affirmative determination is made in step 190, and the process directly returns to step 10. Therefore, in this case, steps 200 to 23 are performed.
The behavior control based on 0 is not executed, whereby the braking pressure of each wheel is controlled according to the amount of depression of the brake pedal 12 by the driver.

On the other hand, when the turning behavior of the vehicle is unstable, the target wheel speed Vwti of each wheel is calculated in step 200 by making a negative determination in step 190, and step 210 At 230, the braking force of each wheel is controlled so that the wheel speed of each wheel becomes the target wheel speed Vwti, whereby the turning behavior of the vehicle is stabilized.

In other words, the spin state amount is calculated based on the vehicle body slip angle β and the like, and the drift out state amount is calculated based on the actual yaw rate γ and the like, and both the spin state amount and the drift out state amount are calculated. Based on this, the braking force of each wheel is controlled, thereby reducing their unstable behavior in both the spin state and the drift-out state.

In particular, according to the illustrated embodiment, step 6
From 0 to 80, the slip amount SLr of the rear wheel is calculated,
In step 90, it is determined whether or not the slip amount SLr of the rear wheel exceeds the reference value SLro and the spin state amount SS needs to be corrected. If a positive determination is made, in step 110. The spin state quantity SS is increased and corrected according to the above equation 4 so that the spin state quantity SS becomes higher as the slip amount SLr of the rear wheel becomes higher.

Therefore, when the turning behavior of the vehicle is in the spin state and the rear wheels are in the slip state, as shown in FIG.
When the spin state amount SS is increased and corrected in accordance with the expansion of the unstable region in the coordinates of the vehicle body slip angle β-the vehicle body slip angular velocity βd shown in FIG. 4, the threshold value of the graph shown in FIG. Since a process equivalent to the reduction of is performed, the spin of the vehicle is effectively suppressed even when the rear wheels are in a slip state.

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

For example, in the above-described embodiment, the braking force of each wheel is controlled by the wheel speed feedback, but the braking force of each wheel is controlled by the pressure feedback about the pressure in the wheel cylinder. May be done.

Further, in the above embodiment, the spin state quantity is corrected according to the slip quantity of the rear wheel so that the spin state quantity SS becomes larger as the slip quantity SLr of the rear wheel becomes higher. However, as shown by the broken line in FIG. 4, the higher the slip amount SLr of the rear wheel, the more the slip line portion of the map for obtaining the slip ratio target value Rssfo of the front wheel on the outside of the turning shifts toward the origin. Therefore, the target slip ratio Rsfo of the front wheel on the outside of the turning may be increased and the braking force of the front wheel on the outside of the turning may be increased as the slip amount of the rear wheel increases.

[0058]

As is apparent from the above description, according to the present invention, the slip amount of the rear wheels is detected, and the higher the slip amount of the rear wheels, in other words, the same spin state amount, the vehicle is viewed. Since the behavior control amount is corrected in accordance with the slip amount of the rear wheels such that the behavior control amount becomes larger as the vehicle spins more easily, the spin of the vehicle can be appropriately suppressed regardless of the slip state of the rear wheels.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing a hydraulic circuit and an electric control device of an embodiment of a behavior control device according to the present invention.

FIG. 2 is a flowchart showing the first half of a behavior control routine of the embodiment.

FIG. 3 is a flowchart showing the latter half of the behavior control routine of the embodiment.

FIG. 4 is a graph showing a relationship between a spin state amount SS and a slip ratio target value Rssfo of a front wheel on the outside of a turn.

FIG. 5 is a graph showing a relationship between a drift-out state amount DS and a slip ratio target value Rsall of the entire vehicle.

FIG. 6 Target slip amount SPi and duty ratio D of each wheel
6 is a graph showing the relationship between ri.

FIG. 7 is an explanatory diagram showing that the unstable region expands when the rear wheels slip.

[Explanation of symbols]

 10 ... Braking device 14 ... Master cylinder 16 ... Hydro booster 20, 22, 32, 34 ... Brake hydraulic pressure control device 28, 50FL, 50FR ... Control valve 44 ... Switching valve 44FL, 44FR, 64RL, 64RR ... Wheel cylinder 70 ... Electric type Control device 78 ... Lateral acceleration sensor 84 ... Longitudinal acceleration sensor

Claims (1)

[Claims] 1. A behavior control of a vehicle, comprising: a means for detecting a spin state quantity of the vehicle; and a behavior control means for controlling the behavior of the vehicle so as to reduce the magnitude of the spin state quantity according to the spin state quantity. In the device, means for detecting the slip amount of the rear wheel, and correction means for correcting the behavior control amount according to the slip amount of the rear wheel so that the behavior control amount increases as the slip amount of the rear wheel increases. A vehicle behavior control device comprising: