JP2016039751A - Vehicle behavior control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle behavior control device which decreases roll ratio during sudden steering of a second lane change when performing double lane change so as to prevent a driver from feeling fear.SOLUTION: A vehicle behavior control device (20) comprises: a yaw acceleration calculation unit (26) which calculates target yaw acceleration of a vehicle; and a driving force controller (28) which decreases driving force of the vehicle according to the target yaw acceleration. The driving force controller increases, when K-turn steering is not performed, driving force reduction amount of the vehicle as the target yaw acceleration increases, and decreases increase ratio of the driving force increase amount. When the K-turn steering is performed and absolute value of steering angle is decreased, the driving force of the vehicle is increased. When double lane change is performed and when the K-turn steering is performed during a first lane change and the absolute value of the steering angle is decreased, the driving force increase amount is corrected to increase.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle behavior control device, and more particularly to a vehicle behavior control device that controls the behavior of a vehicle in which front wheels are steered.

  Conventionally, devices that control the behavior of a vehicle in a safe direction when the behavior of the vehicle becomes unstable due to slip or the like (such as a skid prevention device) are known. Specifically, it is known to detect that understeer or oversteer behavior has occurred in the vehicle during cornering of the vehicle, and to impart appropriate deceleration to the wheels to suppress them. ing.

  On the other hand, unlike the above-described control for improving safety in a driving state where the behavior of the vehicle becomes unstable, a series of operations (braking, It is known to adjust the load applied to the front wheel, which is the steering wheel, by adjusting the deceleration during cornering so that the steering, turning, acceleration, steering return, etc.) are natural and stable. (For example, refer to Patent Document 1).

JP 2011-88576 A

  However, for example, in the vehicle motion control device disclosed in Patent Document 1, the vehicle traveling state during cornering is detected, and the vehicle deceleration control is performed by controlling the hydraulic brake system according to the detection result. Since this hydraulic brake system has a structure in which play is provided between parts, there is a time lag between when a control value is input to the hydraulic brake system and when deceleration occurs in the vehicle. For this reason, it is difficult for conventional devices to perform vehicle deceleration control at an appropriate timing. Therefore, in the apparatus of Patent Document 1, the curve ahead of the vehicle is estimated using a camera, and control of the hydraulic brake system is started before entering the curve. This causes an increase in complexity and cost of the apparatus. .

  Accordingly, the present inventors have conducted intensive research and found that the control of the driver's operation during cornering can be controlled by controlling the driving force of the vehicle without using a brake system. Furthermore, the present inventors have made it possible to adjust the deceleration by adjusting the regenerative electric power, and by adjusting the regenerative electric power, particularly in the electrically driven vehicle. It was discovered that the driving force can be adjusted directly by reducing motor torque (= motor regeneration) without causing a time lag that occurs when using the system.

  Based on these findings, the inventors have increased the amount of driving force reduction of the vehicle and reduced the rate of increase of the vehicle as the yaw rate related amount related to the yaw rate of the vehicle increases. A vehicle behavior control device for reducing force has been proposed (Japanese Patent Application No. 2013-034266). According to this device, when the steering of the vehicle is started and the yaw rate related amount of the vehicle starts to increase, the driving force reduction amount is rapidly increased, so that the deceleration is rapidly caused in the vehicle at the start of the steering of the vehicle. A sufficient load can be quickly applied to the front wheels, which are the steering wheels. As a result, the frictional force between the front wheels, which are the steering wheels, and the road surface increase, and the cornering force of the front wheels increases, so that the turning ability of the vehicle at the beginning of the curve entry can be improved, and the response to the steering turning operation Can be improved.

  Further, the inventors of the present invention control the vehicle so that the driving force of the vehicle is increased when the turn-back steering is performed (for example, when the driver continuously operates the steering left and right for the lane change). Proposed a behavior control device (Japanese Patent Application No. 2013-226329). According to this device, when the turn-back steering is performed and the absolute value of the steering angle of the vehicle is decreased (for example, when the driver tries to return the steering to the neutral position in the latter half of the lane change), the driving force of the vehicle Therefore, the acceleration can be generated in the vehicle at the time of steering for returning the vehicle to go straight, and the load on the rear wheel can be increased. As a result, the cornering force of the rear wheels increases, so that the straightness of the vehicle can be improved and the yaw rate of the vehicle can be reliably converged.

  By the way, at the time of cornering of the vehicle, the upper part of the vehicle body tilts (rolls) toward the outside in the turning direction of the vehicle. And it is known that the greater the time change (roll rate) of the roll angle, the easier it is for the vehicle occupant to feel fear. For example, when steering a lane change from a running lane twice to return to the original lane (double lane change), the second lane change with the body roll remaining at the end of the first lane change. Since the roll by the incision steering in the second lane change is further added to the vehicle body, the roll angle and roll rate of the vehicle body become larger than when a single lane change (single lane change) is performed, and the driver It makes it easier to give a sense of fear.

  The present invention was made to solve the above-described problems of the prior art, and when a double lane change is performed, the roll rate at the time of turning steering in the second lane change can be reduced, An object of the present invention is to provide a vehicle behavior control device that can prevent a driver from feeling afraid.

In order to achieve the above object, a vehicle behavior control apparatus according to the present invention is a vehicle behavior control apparatus that controls the behavior of a vehicle whose front wheels are steered, and acquires a yaw rate related quantity related to the yaw rate of the vehicle. Determining whether or not a turnback steering is performed in the vehicle, a related amount acquisition unit, a driving force control unit that controls to reduce the driving force of the vehicle according to the yaw rate related amount acquired by the yaw rate related amount acquisition unit And a lane change determination means for determining whether or not the vehicle performs a double lane change. The driving force control means determines that the reverse steering is not performed by the reverse steering determination means. If the yaw rate related amount increases, the amount of reduction in the driving force of the vehicle increases and the rate of increase in the amount of increase decreases. The vehicle driving force control amount is determined as described above, and when it is determined that the reverse steering is performed by the reverse steering determination means and the absolute value of the steering angle of the vehicle is decreasing, the vehicle is configured to increase the driving force of the vehicle. Driving force control amount determining means for determining the driving force control amount of the vehicle, and when the vehicle performs a double lane change, it is determined that the reverse steering is determined by the return steering determination means during the first lane change and the vehicle is steered. When the absolute value of the angle is decreasing, the driving force control amount correcting unit corrects the driving force control amount determined by the driving force control amount determining unit so as to increase.
In the present invention configured as described above, the driving force control amount determining means starts the steering of the vehicle when the turning-back steering is not performed (for example, the state before the turning-back at the initial stage of the lane change), and the yaw rate of the vehicle. When the related amount starts to increase, the amount of reduction in driving force is increased rapidly, so that deceleration is quickly generated in the vehicle at the start of steering of the vehicle, and sufficient load is quickly applied to the front wheels as steering wheels. Can do. As a result, the frictional force between the front wheels, which are the steering wheels, and the road surface increase, and the cornering force of the front wheels increases, so that the turning ability of the vehicle at the beginning of the curve entry can be improved, and the response to the steering turning operation Can be improved. Further, the driving force control amount determining means decreases the rate of increase of the vehicle driving force reduction amount as the yaw rate related amount increases, so that the deceleration generated in the vehicle during curve traveling does not become excessive, and steering Deceleration can be quickly reduced at the end. Therefore, it is possible to prevent the driver from feeling a drag of reducing the driving force when exiting the curve. Further, the driving force control amount determining means is provided when the turning steering is performed and the absolute value of the steering angle of the vehicle is decreased (for example, when the driver is trying to return the steering to the neutral position in the latter half of the lane change). Since the driving force of the vehicle is increased, acceleration can be generated in the vehicle at the time of steering for the vehicle to return straight, and the load on the rear wheels can be increased. As a result, the cornering force of the rear wheels increases, so that the straightness of the vehicle can be improved and the yaw rate of the vehicle can be reliably converged. Furthermore, when the vehicle performs a double lane change, the driving force control amount correction means determines that the turn-back steering is performed during the first lane change and the absolute value of the steering angle of the vehicle decreases. Since the amount of increase in the driving force determined by the driving force control amount determining means is corrected so as to increase compared to the case where the vehicle does not perform the double lane change, the double lane change is performed immediately before the end of the first lane change. The convergence of the vehicle yaw rate can be accelerated compared with the case where the lane change is not performed (when the single lane change is performed), thereby reducing the roll angle and the roll rate at the end of the first lane change. Accordingly, it is possible to reduce the roll rate at the time of turning steering in the second lane change, and to prevent the driver from feeling a fear.

In the present invention, it is preferable that the driving force control amount correction unit determines that the reverse steering is not performed by the reverse steering determination unit during the second lane change when the vehicle performs a double lane change. In this case, the driving force control amount determined by the driving force control amount determining means is corrected so as to decrease, or the driving force control amount of the vehicle is determined so as to increase the driving force of the vehicle.
In the present invention configured as described above, when the vehicle performs a double lane change, the driving force control amount correction unit drives when it is determined that the turn-back steering is not performed during the second lane change. Since the reduction amount of the driving force determined by the force control amount determining means is reduced or the driving force of the vehicle is increased, an increase in the yaw rate of the vehicle can be suppressed immediately after the start of the second lane change, As a result, the roll rate at the time of turning steering in the second lane change can be reduced, and the driver can be more reliably prevented from feeling a fear.

In the present invention, it is preferable that the vehicle is an electrically driven vehicle including a motor that drives wheels and a battery that supplies electric power to the motor and collects regenerative electric power generated by the motor. The control means reduces the driving force of the vehicle by controlling the amount of regenerative power generated by the motor according to the yaw rate related amount.
In the present invention configured as described above, the driving force control means reduces the torque of the motor in accordance with the yaw rate related amount of the vehicle, so that the driving force of the vehicle can be reduced directly. Therefore, compared with the case where the drive force of the vehicle is reduced by controlling the hydraulic brake unit, the response of the drive force reduction can be improved, and the behavior of the vehicle can be controlled more directly.

In the present invention, it is preferable that the electrically driven vehicle further includes a battery state detection unit that detects a state of the battery, and a display unit that displays information related to control by the driving force control unit, and the driving force control. When it is determined that the battery cannot recover the regenerative power generated by the motor based on the state of the battery, the display unit displays information indicating that the driving force of the vehicle is not reduced and the driving force of the vehicle is not reduced. Display.
In the present invention configured as described above, the driving force control means may cause the battery to be overcharged when the regenerative electric power generated by the motor is recovered by the battery, or the battery temperature may exceed the allowable temperature range. Since the motor torque is not reduced and regenerative power is not generated, it is possible to prevent damage to the battery due to overcharge or deviation from the allowable temperature range. Further, since the driving force control means displays information indicating that the driving force of the vehicle is not reduced on the display means, it is possible to prevent the driver from feeling uncomfortable because the driving force is not reduced when entering the curve.

  According to the vehicle behavior control apparatus of the present invention, when a double lane change is performed, it is possible to reduce the roll rate at the time of turning steering in the second lane change, and to prevent the driver from feeling a fear. Thus, the behavior of the vehicle can be controlled.

1 is a block diagram showing an overall configuration of a vehicle equipped with a vehicle behavior control apparatus according to an embodiment of the present invention. 1 is a block diagram showing an electrical configuration of a vehicle behavior control apparatus according to an embodiment of the present invention. It is a flowchart of the behavior control process in which the behavior control apparatus for vehicles by embodiment of this invention controls the behavior of a vehicle. It is a flowchart of the switching determination process in the behavior control process shown in FIG. It is a flowchart of the behavior control process before switching in the behavior control process shown in FIG. It is a flowchart of the lane change determination process in the behavior control process shown in FIG. 4 is a flowchart of a behavior control process during switching in the behavior control process shown in FIG. 3. It is a flowchart of the cutting behavior control processing in the behavior control processing during switching shown in FIG. It is a flowchart of the double lane change behavior control process in the behavior control process shown in FIG. It is a map referred when the driving force control part by embodiment of this invention determines basic control intervention torque based on target yaw acceleration. FIG. 5 is a diagram showing a time change of parameters related to behavior control by the vehicle behavior control device when a vehicle equipped with the vehicle behavior control device according to the embodiment of the present invention performs a single lane change on the right lane in the traveling direction; FIG. 11A is a plan view schematically showing a vehicle that performs a lane change, and FIG. 11B is a diagram showing a change in the steering angle of the vehicle that performs the lane change as shown in FIG. FIG. 11C is a diagram showing changes in the target yaw rate calculated based on the steering angle of the vehicle shown in FIG. 11B, and FIG. 11D is based on the target yaw rate shown in FIG. FIG. 11E is a diagram showing a change in the calculated target yaw acceleration, and FIG. 11E is a diagram showing a change in the torque control amount of the motor determined by the driving force control unit based on the target yaw acceleration shown in FIG. Figure 11 ( ) Is a diagram showing a change in the yaw rate generated in the vehicle when the torque control of the motor is performed as shown in FIG. 11 (e) in the vehicle where the steering is performed as shown in FIG. 11 (b). is there. FIG. 12A is a diagram showing a time change of parameters related to behavior control by the vehicle behavior control device when a vehicle equipped with the vehicle behavior control device according to the embodiment of the present invention performs a double lane change. FIG. 12B is a plan view schematically showing a vehicle that performs a lane change, FIG. 12B is a diagram showing a change in the steering angle of the vehicle that performs a lane change, as shown in FIG. 12A, and FIG. FIG. 12B is a diagram showing a change in the target yaw rate calculated based on the steering angle of the vehicle, and FIG. 12D is a target yaw acceleration calculated based on the target yaw rate shown in FIG. 12E is a diagram showing a change in the torque control amount of the motor determined by the driving force control unit based on the target yaw acceleration shown in FIG. 12D, and FIG. ) Is shown in FIG. FIG. 12 (g) is a diagram showing a change in yaw rate generated in the vehicle when the torque control of the motor is performed as shown in FIG. 12 (e). FIG. 12B is a diagram showing changes in roll angle generated in the vehicle body in response to changes in the steering angle of the vehicle, and FIG. 12H shows changes in roll rate corresponding to the roll angles shown in FIG. FIG.

Hereinafter, a vehicle behavior control apparatus according to an embodiment of the present invention will be described with reference to the accompanying drawings.
First, a vehicle equipped with a vehicle behavior control apparatus according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a block diagram showing an overall configuration of a vehicle equipped with a vehicle behavior control apparatus according to an embodiment of the present invention.

  As shown in FIG. 1, a vehicle 1 equipped with the vehicle behavior control apparatus according to the present embodiment is an electric vehicle or a hybrid vehicle in which a battery 2 (secondary battery) is mounted as a power source and the front wheels are steered. A motor 6 for driving the drive wheels 4 (left and right front wheels in the example of FIG. 1) is mounted on the front of the vehicle body. The DC power supplied from the battery 2 is converted into AC power and supplied to the motor 6, and the regenerative power generated by the motor 6 is converted into DC power and supplied to the battery 2 to charge the battery 2. An inverter 8 is disposed in the vicinity of the motor 6.

The vehicle 1 also includes a steering angle sensor 12 that detects the rotation angle of the steering wheel 10, a vehicle speed sensor 14 that detects the vehicle speed, and a yaw rate that detects the rotation angular velocity (yaw rate) of the vehicle 1 around the vertical axis (yaw axis). A sensor 16 and a camera 18 for photographing the front of the vehicle 1 are included. Each of these sensors outputs the detected value to the vehicle behavior control apparatus 20.
Furthermore, the vehicle 1 includes an indicator 22 that displays information related to behavior control of the vehicle 1 by the vehicle behavior control device 20.
The battery 2 includes a battery state detection unit 24 that detects the SOC (State Of Charge) and temperature of the battery 2.

Next, an electrical configuration of the vehicle behavior control apparatus 20 according to the embodiment of the present invention will be described with reference to FIG. FIG. 2 is a block diagram showing an electrical configuration of the vehicle behavior control apparatus 20 according to the embodiment of the present invention.
The vehicle behavior control apparatus 20 includes a yaw acceleration calculation unit 26 that calculates a target yaw acceleration of the vehicle 1 and a driving force control unit 28 that controls the driving force of the vehicle 1.
The vehicle behavior control device 20 includes a steering angle detected by the steering angle sensor 12, a vehicle speed detected by the vehicle speed sensor 14, a yaw rate detected by the yaw rate sensor 16, a front image of the vehicle 1 taken by the camera 18, and a battery state. The SOC and temperature of the battery 2 detected by the detection unit 24 are input.

The yaw acceleration calculation unit 26 calculates the target yaw rate of the vehicle 1 based on the steering angle input from the steering angle sensor 12 and the vehicle speed input from the vehicle speed sensor 14, and based on the target yaw rate, Calculate yaw acceleration.
The driving force control unit 28 determines a torque control amount (that is, a driving force reduction amount or a driving force increase amount) of the motor 6 based on the calculated target yaw acceleration and the state of the battery 2, and the torque control amount of the motor 6. The regenerative power amount generated by the motor 6 or the power amount supplied to the motor 6 is controlled so as to realize the above. Further, the driving force control unit 28 outputs information indicating whether or not the driving force control unit 28 can control the driving force of the motor 6 to the indicator 22.
The yaw acceleration calculation unit 26 and the driving force control unit 26 are a CPU, various programs interpreted and executed on the CPU (basic control programs such as an OS, and applications that are activated on the OS and realize a specific function. And a computer having an internal memory such as a ROM or RAM for storing the program and various data.

Next, processing performed by the vehicle behavior control apparatus 20 will be described with reference to FIGS.
3 is a flowchart of behavior control processing in which the vehicle behavior control apparatus 20 according to the embodiment of the present invention controls the behavior of the vehicle 1. FIG. 4 is a flowchart of switching determination processing in the behavior control processing shown in FIG. 5 is a flowchart of the behavior control process before switching in the behavior control process shown in FIG. 3, and FIG. 6 is a flowchart of the lane change determination process in the behavior control process shown in FIG. Is a flowchart of the behavior control processing during switching in the behavior control processing shown in FIG. 3, FIG. 8 is a flowchart of the cutting behavior control processing in the behavior control processing during switching shown in FIG. 7, and FIG. FIG. 10 is a flowchart of a double lane change behavior control process in the behavior control process shown in FIG. 3, and FIG. Driving force control unit 28 by is a map referred to when determining the basic control intervention torque based on the target yaw acceleration.

  First, the behavior control process will be described with reference to FIG. The behavior control process is activated and executed repeatedly when the ignition of the vehicle 1 is turned on and the vehicle behavior control device 20 is powered on.

  As shown in FIG. 3, when the behavior control process is started, the driving force control unit 28 acquires the steering angle detected by the steering angle sensor 12 in step S1.

  Next, in step S <b> 2, the driving force control unit 28 performs a turn-back determination process for determining whether or not the turn-back steering is performed in the vehicle 1. By this turning determination process, a turning flag indicating whether or not turning steering is performed in the vehicle 1 is turned ON or OFF.

  Next, in step S3, the driving force control unit 28 determines whether or not the return flag is OFF. As a result, when the turn-back flag is OFF, that is, when the turn-back steering is not performed in the vehicle 1, the process proceeds to step S4, and the driving force control unit 28 determines the behavior of the vehicle 1 when the turn-back steering is not performed. Execute the pre-turnback behavior control process to be controlled.

  On the other hand, if the turn-back flag is not OFF (ON) in step S3, that is, if turn-back steering is performed in the vehicle 1 to make a lane change, the process proceeds to step S5, where the driving force control unit 28 In step 1, a lane change determination process for determining whether or not a double lane change is performed is executed. In the lane change determination process, a double lane change flag indicating whether or not a double lane change is performed in the vehicle 1 is turned ON or OFF.

  Next, in step S6, the driving force control unit 28 determines whether or not the double lane change flag is OFF. As a result, when the double lane change flag is OFF, that is, when a single lane change is performed instead of a double lane change in the vehicle 1, the process proceeds to step S 7, and the driving force control unit 28 switches back and forth in the second half of the single lane change. A turnover behavior control process for controlling the behavior of the vehicle 1 when the operation is performed is executed.

  On the other hand, if the double lane change flag is not OFF (ON) in step S6, that is, if a double lane change is performed in the vehicle 1, the process proceeds to step S8, and the driving force control unit 28 performs the double lane change. The double lane change behavior control process for controlling the behavior of the vehicle 1 is executed.

  After step S4, step S7 or step S8, the vehicle behavior control apparatus 20 ends the behavior control process.

  Next, referring to FIG. 4, the switching determination process executed in step S2 of the behavior control process will be described.

As shown in FIG. 4, when the switching determination process is started, in step S11, the driving force control unit 28 determines whether or not the vehicle speed input from the vehicle speed sensor 14 is V ₁ or more and V ₂ or less. V ₁ and V ₂ are threshold values that define a speed range in which it is highly necessary to control the behavior of the vehicle 1 when the turn-back steering is performed. For example, V ₁ = 60 km / h, V ₂ = 140 km / h. It is.

As a result, when the vehicle speed input from the vehicle speed sensor 14 is V ₁ or more and V ₂ or less, the process proceeds to step S12, and the driving force control unit 28 executes the sign of the steering angle acquired in step S1 last time. It is determined whether or not the sign of the steering angle acquired in step S1 of the behavior control process has changed, that is, whether or not the steering has been operated beyond the neutral position.

As a result, when the sign of the steering angle is changed, the process proceeds to step S13, driving force control unit 28, the variation width of the steering angle is determined whether theta ₁ or more. θ ₁ is a threshold value that defines the fluctuation range of the steering angle that is highly necessary to control the behavior of the vehicle 1 when the turn-back steering is performed. For example, θ ₁ = 40 deg. For example, the driving force control unit 28 determines whether the fluctuation range of the steering angle within the past predetermined time is equal to or greater than θ ₁ .

As a result, when the fluctuation range of the steering angle is equal to or larger than θ ₁ , the process proceeds to step S14, and the driving force control unit 28 determines whether or not the steering speed is equal to or larger than ω ₁ . ω ₁ is a threshold value that defines the range of the steering speed that is highly necessary to control the behavior of the vehicle 1 when the turn-back steering is performed, and is, for example, ω ₁ = 30 deg / s.

As a result, when the steering speed is equal to or higher than ω ₁ , the process proceeds to step S15, and the driving force control unit 28 assumes that the turnback steering is performed in the vehicle 1, and sets the turnover flag to ON.

On the other hand, if the vehicle speed is not V ₁ or more and V ₂ or less in Step S11, if the sign of the steering angle is not changed in Step S12, if the fluctuation range of the steering angle is not θ ₁ or more in Step S13, or Step If the steering speed is not an omega ₁ or more in S14, the process proceeds to step S16, driving force control unit 28 is intended to forward turning steering is not being performed in the vehicle 1, or, the behavior control of the vehicle 1 corresponding to the turn-back steering It is assumed that there is little need to do so, and the turnover flag is turned OFF.

  After step S15 or S16, the driving force control unit 28 returns to the behavior control process of FIG.

  Next, the pre-switching behavior control process executed in step S4 of the behavior control process will be described with reference to FIG.

As shown in FIG. 5, when the pre-turnback behavior control process is started, in step S21, the driving force control unit 28 determines that the steering angle acquired in step S1 of the behavior control process of FIG. 3 is θ ₂ (for example, 5 degrees). It is determined whether it is above. As a result, not a steering angle theta ₂ or more (theta ₂ below in which), the vehicle behavior control device 20 that there is no need to control the behavior of the vehicle 1 for steering is not performed, FIG. 3 Return to the behavior control process.

On the other hand, if the steering angle is greater than or equal to θ ₂ , the process proceeds to step S22, and the driving force control unit 28 determines whether or not the absolute value of the steering angle acquired in step S1 of the behavior control process in FIG. 3 is increasing. . As a result, when the absolute value of the steering angle is not increasing (constant or decreasing), the vehicle behavior control device 20 is holding or switching back the steering operation, not cutting, It is assumed that there is no need to control the behavior of the vehicle 1, and the processing returns to the behavior control processing in FIG.

  On the other hand, when the absolute value of the steering angle is increasing, the process proceeds to step S23, and the driving force control unit 28 acquires the SOC and temperature of the battery 2 detected by the battery state detection unit 24.

  Next, in step S24, the driving force control unit 28 determines whether or not the battery 2 can recover the regenerative power generated by the motor 6 based on the state of the battery 2 acquired in step S23. The driving force control unit 28 determines that the battery 2 can recover the regenerative power generated by the motor 6 when the SOC of the battery 2 is equal to or lower than the predetermined value and the temperature of the battery 2 is equal to or lower than the predetermined temperature.

  As a result, when the battery 2 can recover the regenerative power generated by the motor 6, the process proceeds to step S25, and the yaw acceleration calculation unit 26 receives the steering angle input from the steering angle sensor 12 and the vehicle speed sensor 14. The target yaw rate of the vehicle 1 is calculated based on the vehicle speed, and the target yaw acceleration of the vehicle 1 is calculated based on the target yaw rate. Specifically, the yaw acceleration calculation unit 26 calculates a target yaw rate by multiplying the steering angle input from the steering angle sensor 12 by a coefficient corresponding to the vehicle speed input from the vehicle speed sensor 14, and calculates the target yaw rate. The target yaw acceleration is calculated by time differentiation.

Next, in step S26, the driving force control unit 28 determines a torque reduction amount (basic control intervention torque) of the motor 6 based on the target yaw acceleration calculated by the yaw acceleration calculation unit 26 in step S25. This basic control intervention torque is a torque reduction amount for causing an appropriate deceleration in the vehicle 1 traveling on the curve, and is determined without taking into consideration the vehicle speed and the regenerative electric energy that can be recovered by the battery 2. Value.
Specifically, the driving force control unit 28 refers to a map showing the relationship between the target yaw acceleration and the basic control intervention torque, and the basic control intervention corresponding to the target yaw acceleration calculated by the yaw acceleration calculation unit 26 in step S25. Specify torque.
FIG. 10 is a map that is referred to when the driving force control unit 28 according to the embodiment of the present invention determines the basic control intervention torque based on the target yaw acceleration. The horizontal axis in FIG. 10 indicates the target yaw acceleration, and the vertical axis indicates the basic control intervention torque. As shown in FIG. 10, as the target yaw acceleration increases, the basic control intervention torque corresponding to the target yaw acceleration gradually approaches a predetermined upper limit value (12 Nm in FIG. 10). That is, the driving force control unit 28 controls to increase the basic control intervention torque and reduce the increase rate of the increase amount as the target yaw acceleration increases.

Next, in step S27, the driving force control unit 28 determines a control intervention acceptable torque based on the state of the battery 2 acquired in step S23. This control intervention acceptable torque is a torque reduction amount of the motor 6 corresponding to the maximum regenerative power amount that can be recovered by the battery 2.
Specifically, the driving force control unit 28 specifies the amount of regenerative power that the battery 2 can recover from the motor 6 and the maximum current that can be supplied to the battery 2 based on the SOC and temperature of the battery 2, and these regenerative power. Based on the amount and the maximum current, the regenerative power allowed for the motor 6 is calculated. Then, a regenerative torque corresponding to the allowable regenerative power is calculated as a control intervention acceptable torque.

  Next, in step S28, the driving force control unit 28 determines a corrected control intervention torque obtained by correcting the basic control intervention torque determined by the driving force control unit 28 in step S26. Specifically, the driving force control unit 28 determines the smaller one of the basic control intervention torque determined in step S26 and the control intervention acceptable torque determined in step S27 as the corrected control intervention torque.

  Next, in step S29, the driving force control unit 28 controls the amount of regenerative power generated by the motor 6 so that the torque reduction amount of the motor 6 becomes the correction control intervention torque determined in step S28. Specifically, the driving force control unit 28 controls the regenerative circuit in the inverter 8 so that the motor 6 generates regenerative power corresponding to the correction control intervention torque determined in step S28. Thereby, the driving force control unit 28 decreases the driving force having a magnitude corresponding to the correction control intervention torque.

  In step S24, when the battery 2 cannot recover the regenerative power generated by the motor 6 (that is, when the SOC of the battery 2 is higher than a predetermined value or when the temperature of the battery 2 is higher than the predetermined temperature), step In S30, the driving force control unit 28 causes the indicator 22 to display information indicating that the vehicle behavior control device 20 cannot execute control for reducing the driving force of the vehicle 1.

After step S29 or S30, the driving force control unit 28 returns to step S21.
Thereafter, until the steering angle is less than θ ₂ in step S21, or until the absolute value of the steering angle is constant or decreasing in step S22, the driving force control unit 28 repeats the processing of steps S21 to S30, When the steering angle is less than θ ₂ in step S21 or the absolute value of the steering angle is constant or decreasing in step S22, the driving force control unit 28 returns to the behavior control process of FIG.

  Next, the lane change determination process executed in step S5 of the behavior control process will be described with reference to FIG.

  As shown in FIG. 6, when the lane change determination process is started, in step S <b> 41, the driving force control unit 28 drives the vehicle 1 based on image data in front of the vehicle 1 input from the camera 18. Recognize the lane of the road.

  Next, in step S42, the driving force control unit 28 determines whether or not the road on which the vehicle 1 is traveling is one or more lanes on one side based on the lane recognition result in step S41. At this time, the driving force control unit 28 determines whether the running road is one or more lanes on one side based on map information including road lane number data and the current position of the vehicle 1 acquired by GPS. You may make it determine.

  As a result, when the road on which the vehicle 1 is traveling is a road with two or more lanes on one side, the process proceeds to step S43, and the driving force control unit 28 changes the lane to which the vehicle 1 has changed the lane (change destination lane). It is determined whether there is an obstacle in front of. For example, the driving force control unit 28 is based on image data in front of the vehicle 1 input from the camera 18, and is stopped by a stopped vehicle, another vehicle that is traveling at a speed slower than the own vehicle by a predetermined speed or more, traffic due to construction or an accident, etc. When there is a restriction or the like, it is determined that there is an obstacle ahead of the change destination lane.

  As a result, when there is no obstacle ahead of the change destination lane, it is considered that the vehicle 1 stays in the change destination lane. Therefore, the driving force control unit 28 proceeds to step S44 and turns off the double lane change flag.

On the other hand, in step S42, if the road on which the vehicle 1 is traveling is not a road with two or more lanes on one side (if it is a road with one lane on one side), the change destination lane is an oncoming lane, and the vehicle 1 again performs a lane change Since it is considered that the vehicle returns to the original lane, the driving force control unit 28 proceeds to step S34 and turns on the double lane change flag.
In step S43, if there is an obstacle ahead of the change destination lane, it is considered that the vehicle 1 performs a lane change again to avoid the obstacle and returns to the original lane. Proceeds to step S45 and sets the double lane change flag to ON.
After step S44 or S45, the driving force control unit 28 returns to the behavior control process of FIG.

  Next, with reference to FIG. 7, the behavior control process during switching executed in step S7 of the behavior control process will be described.

  As shown in FIG. 7, when the behavior control process during switching is started, in step S51, the driving force control unit 28 determines whether the absolute value of the steering angle acquired in step S1 of the behavior control process in FIG. 3 is increasing. Determine whether or not. As a result, when the absolute value of the steering angle is increasing, the process proceeds to step S52, and the driving force control unit 28 performs the cutting behavior control process assuming that the steering cutting operation is performed.

  On the other hand, if the absolute value of the steering angle is not increasing (constant or decreasing) in step S51, the process proceeds to step S53, where the yaw acceleration calculation unit 26 calculates the steering angle input from the steering angle sensor 12; The target yaw rate of the vehicle 1 is calculated based on the vehicle speed input from the vehicle speed sensor 14, and the target yaw acceleration of the vehicle 1 is calculated based on the target yaw rate.

Next, in step S54, the driving force control unit 28 determines a torque increase amount (drive control intervention torque) of the motor 6 based on the target yaw acceleration calculated by the yaw acceleration calculation unit 26 in step S53. This drive control intervention torque is a torque increase amount for causing the vehicle 1 to generate an appropriate acceleration when the turn-back steering is performed and the absolute value of the steering angle of the vehicle 1 is decreased.
For example, the driving force control unit 28 determines the driving control intervention torque with reference to the map illustrated in FIG. 10 as in the case of determining the basic control intervention torque. That is, the driving force control unit 28 controls to increase the drive control intervention torque and reduce the increase rate of the increase amount as the target yaw acceleration increases.

  Next, in step S55, the driving force control unit 28 controls the amount of power supplied to the motor 6 so that the torque increase amount of the motor 6 becomes the drive control intervention torque determined in step S54. Specifically, the driving force control unit 28 controls the power supply circuit in the inverter 8 so as to supply the motor 6 with power corresponding to the drive control intervention torque determined in step S54. As a result, the driving force control unit 28 increases the driving force having a magnitude corresponding to the driving control intervention torque.

Then, in step S56, the driving force control section 28, a steering angle obtained in step S1 of behavior control process in FIG. 3 determines whether theta ₂ or more. As a result, when the steering angle is equal to or greater than θ ₂ , the driving force control unit 28 returns to step S51.
Thereafter, the driving force control unit 28 repeats the processes of steps S51 to S56 until the absolute value of the steering angle becomes constant or decreasing in step S51.

On the other hand, the steering angle (a θ less than _{2) 2} not more than θ case, the vehicle behavior control device 20, and that there is no need to control the behavior of the vehicle 1 for steering is not being performed, in Fig. 3 Return to the behavior control process.

  Here, the cutting behavior control process executed in step S52 of the behavior control process during switching in FIG. 7 will be described with reference to FIG.

  As shown in FIG. 8, when the cutting behavior control process is started, the driving force control unit 28 acquires the SOC and temperature of the battery 2 detected by the battery state detection unit 24 in step S61.

  Next, in step S62, the driving force control unit 28 determines whether or not the battery 2 can recover the regenerative power generated by the motor 6 based on the state of the battery 2 acquired in step S61. The driving force control unit 28 determines that the battery 2 can recover the regenerative power generated by the motor 6 when the SOC of the battery 2 is equal to or lower than the predetermined value and the temperature of the battery 2 is equal to or lower than the predetermined temperature.

  As a result, when the battery 2 can recover the regenerative power generated by the motor 6, the process proceeds to step S63, and the yaw acceleration calculation unit 26 receives the steering angle input from the steering angle sensor 12 and the vehicle speed sensor 14. The target yaw rate of the vehicle 1 is calculated based on the vehicle speed, and the target yaw acceleration of the vehicle 1 is calculated based on the target yaw rate.

  Next, in step S64, the driving force control unit 28 acquires the basic control intervention torque of the motor 6 based on the target yaw acceleration calculated by the yaw acceleration calculation unit 26 in step S44. The acquisition method of the basic control intervention torque is the same as the identification method of the basic control intervention torque in step S26 of FIG.

Next, in step S65, the driving force control unit 28 subtracts the basic control intervention torque previously determined in the cutting behavior control process from the basic control intervention torque acquired in step S64, and d ₁ (for example, 0. 5Nm) or less is determined. When step S65 is executed for the first time in this cutting behavior control process, the “basic control intervention torque determined last time” is set to zero.

As a result, from the basic control intervention torque obtained in step S64, the value obtained by subtracting the basic control intervention torque determined last in the notch behavior control process, if it is d ₁ or less, the process proceeds to step S66, the driving force control unit 28 determines the basic control intervention torque acquired in step S64 as the current basic control intervention torque.

On the other hand, from the basic control intervention torque obtained in step S64, the value obtained by subtracting the basic control intervention torque determined last in the notch behavior control process, if d ₁ is not in the following (d greater than _1), the process proceeds to step S67 The driving force control unit 28 acquires a value obtained by adding a predetermined value T ₁ (for example, ₁ Nm) to the previously determined basic control intervention torque. Next, in step S66, the driving force control unit 28 determines the value acquired in step S67 as the current basic control intervention torque.

  After step S66, the process proceeds to step S68, and the driving force control unit 28 determines the control intervention acceptable torque based on the state of the battery 2 acquired in step S61.

  Next, in step S69, the driving force control unit 28 determines a corrected control intervention torque obtained by correcting the basic control intervention torque determined by the driving force control unit 28 in step S66. Specifically, the driving force control unit 28 determines the smaller one of the basic control intervention torque determined in step S66 and the control intervention acceptable torque determined in step S68 as the corrected control intervention torque.

  Next, in step S70, the driving force control unit 28 controls the amount of regenerative power generated by the motor 6 so that the torque reduction amount of the motor 6 becomes the correction control intervention torque determined in step S28.

  If the battery 2 cannot recover the regenerative power generated by the motor 6 in step S62, the process proceeds to step S71, and the driving force control unit 28 causes the vehicle behavior control device 20 to reduce the driving force of the vehicle 1. Information indicating that the control cannot be executed is displayed on the indicator 22.

  After step S70 or S71, the driving force control unit 28 returns to the behavior control process during switching in FIG.

  Next, the double lane change behavior control process executed in step S8 of the behavior control process will be described with reference to FIG.

  As shown in FIG. 9, when the double lane change behavior control process is started, in step S81, the driving force control unit 28 determines whether the vehicle 1 is in the first lane change (first lane change) in the double lane change. Determine whether or not. For example, the driving force control unit 28 recognizes the traveling direction of the vehicle 1 with respect to the direction in which the lane extends based on the image data in front of the vehicle 1 input from the camera 18, and the traveling direction of the vehicle 1 is determined from the original lane. When the direction is toward the change destination lane, it is determined that the vehicle 1 is in the first lane change. On the other hand, when the traveling direction of the vehicle 1 is the direction from the change destination lane to the original lane, it is determined that the vehicle 1 is not in the first lane change (the second lane change in the double lane change). To do.

  As a result, when the vehicle 1 is in the first lane change, the process proceeds to step S82, and the driving force control unit 28 determines whether the absolute value of the steering angle acquired in step S1 of the behavior control process of FIG. 3 is increasing. Determine. As a result, when the absolute value of the steering angle is increasing, the process proceeds to step S83, and the driving force control unit 28 performs the cutting behavior control process of FIG. 8 assuming that the steering cutting operation is performed.

  On the other hand, if the absolute value of the steering angle is not increasing (constant or decreasing) in step S82, the process proceeds to step S84, where the yaw acceleration calculation unit 26 calculates the steering angle input from the steering angle sensor 12; The target yaw rate of the vehicle 1 is calculated based on the vehicle speed input from the vehicle speed sensor 14, and the target yaw acceleration of the vehicle 1 is calculated based on the target yaw rate.

Next, in step S85, the driving force control unit 28 determines a torque increase amount (drive control intervention torque) of the motor 6 based on the target yaw acceleration calculated by the yaw acceleration calculation unit 26 in step S53. This drive control intervention torque is a torque increase amount for causing the vehicle 1 to generate an appropriate acceleration when the turn-back steering is performed and the absolute value of the steering angle of the vehicle 1 is decreased.
For example, the driving force control unit 28 determines the driving control intervention torque with reference to the map illustrated in FIG. 10 as in the case of determining the basic control intervention torque. That is, the driving force control unit 28 controls to increase the drive control intervention torque and reduce the increase rate of the increase amount as the target yaw acceleration increases.

  Next, in step S86, the driving force control unit 28 determines a corrected control intervention torque obtained by correcting the driving control intervention torque determined by the driving force control unit 28 in step S85. For example, the driving force control unit 28 determines a value obtained by adding a predetermined correction value to the driving control intervention torque determined in step S85 as the correction control intervention torque. The predetermined correction value is set to an initial value of 0, and is incremented by a fixed value (for example, 0.2 Nm) each time step S86 is repeated in the double lane change behavior control process, and after reaching the upper limit value (for example, 2 Nm) It is set to maintain the upper limit value.

  Next, in step S87, the driving force control unit 28 controls the amount of power supplied to the motor 6 so that the torque increase amount of the motor 6 becomes the correction control intervention torque determined in step S86. Specifically, the driving force control unit 28 controls the power supply circuit in the inverter 8 so as to supply the motor 6 with power corresponding to the correction control intervention torque determined in step S86. As a result, the driving force control unit 28 increases the driving force having a magnitude corresponding to the correction control intervention torque.

  In step S81, when the vehicle 1 is not in the first lane change, that is, in the second lane change (second lane change) in the double lane change, the process proceeds to step S88, and the driving force control unit 28 Then, the switching determination process of FIG. 4 is executed.

Next, in step S89, the driving force control unit 28 determines whether or not the return flag is OFF. As a result, when the turn-back flag is OFF, that is, when the turn-back steering is not performed in the vehicle 1, the process proceeds to step S90, and the driving force control unit 28 acquires the steering angle acquired in step S1 of the behavior control process of FIG. Is greater than or equal to θ ₂ (eg, 5 deg). As a result, not a steering angle theta ₂ or more (theta ₂ below in which), the vehicle behavior control device 20 that there is no need to control the behavior of the vehicle 1 for steering is not performed, FIG. 3 Return to the behavior control process.

On the other hand, if the steering angle is greater than or equal to θ ₂ , the process proceeds to step S91, and the driving force control unit 28 determines whether or not the absolute value of the steering angle acquired in step S1 of the behavior control process in FIG. 3 is increasing. . As a result, when the absolute value of the steering angle is not increasing (constant or decreasing), the vehicle behavior control device 20 is holding or switching back the steering operation, not cutting, It is assumed that there is no need to control the behavior of the vehicle 1, and the processing returns to the behavior control processing in FIG.

On the other hand, if the absolute value of the steering angle is increasing, the process proceeds to step S92, and the driving force control unit 28 determines that the drive control intervention torque previously determined in step S94 of the double lane change behavior control process is T ₂ ( For example, it is determined whether it is less than 0.2 Nm). When step S92 is executed for the first time in the double lane change behavior control process, the correction control intervention torque finally determined in step S86 is set as the “previously determined drive control intervention torque”.

As a result, the drive control intervention torque determined last in step S94 double lane change behavior control process, if T ₂ is greater than, the flow proceeds to step S93, driving force control unit 28, the drive control intervention torque determined last A value obtained by subtracting a predetermined value d ₂ (for example, 0.5 Nm) is acquired. Next, the process proceeds to step S94, and the driving force control unit 28 determines the value acquired in step S93 as the current drive control intervention torque.

On the other hand, the drive control intervention torque determined last in step S94 double lane change behavior control process is not greater than T ₂ (at T ₂ or less), the process proceeds to step S95, driving force control unit 28, drive control 0 is acquired as the intervention torque. Next, in step S94, the driving force control unit 28 determines the value acquired in step S95 (that is, 0) as the current drive control intervention torque.

  Next, in step S96, the driving force control unit 28 controls the amount of power supplied to the motor 6 so that the torque increase amount of the motor 6 becomes the drive control intervention torque determined in step S94.

  In step S89, if the turn-back flag is not OFF (ON), that is, if turn-back steering is performed in the vehicle 1, the process proceeds to step S97, and the driving force control unit 28 performs behavior control during turn-over in FIG. Execute the process.

  After step S83, S87, S96, or S97, the driving force control unit 28 ends the double lane change behavior control process and returns to the behavior control process of FIG.

  Next, the operation of the vehicle behavior control apparatus 20 according to the embodiment of the present invention will be described with reference to FIGS. FIG. 11 is a diagram showing a time change of parameters related to behavior control by the vehicle behavior control device 20 when the vehicle 1 equipped with the vehicle behavior control device 20 according to the embodiment of the present invention performs a single lane change. FIG. 12 is a diagram showing the time change of parameters related to behavior control by the vehicle behavior control device 20 when the vehicle 1 equipped with the vehicle behavior control device 20 according to the embodiment of the present invention performs a double lane change. is there.

  First, the operation of the vehicle behavior control apparatus 20 when performing a single lane change will be described with reference to FIG. FIG. 11A is a plan view schematically showing the vehicle 1 that performs a single lane change. As shown in FIG. 11 (a), the vehicle 1 turns right from position A via position B to position C, and turns left from position C via position D to position E. Change the lane to the right lane.

FIG. 11B is a diagram showing a change in the steering angle of the vehicle 1 that performs the lane change as shown in FIG. In FIG. 11B, the horizontal axis indicates time, and the vertical axis indicates the steering angle (rightward is positive).
As shown in FIG. 11B, rightward steering is started at the position A, and the steering angle is gradually increased by the steering turning operation, and the rightward steering angle is maximized at the position B. Become. Thereafter, when the steering switch-back operation is performed, the rightward steering angle gradually decreases, and the steering angle becomes zero at position C. Next, turn-back steering is started to the left from position C, the left steering angle becomes maximum at position D, the left steering angle gradually decreases thereafter, and the steering angle becomes zero again at position E.

FIG. 11C is a diagram showing a change in the target yaw rate calculated based on the steering angle of the vehicle 1 shown in FIG. In FIG. 11C, the horizontal axis indicates time, and the vertical axis indicates the target yaw rate (clockwise (CW) is positive).
As shown in FIG. 11C, the target yaw rate of the vehicle 1 changes in proportion to the change in the steering angle. That is, when rightward steering is started at position A, a clockwise (CW) target yaw rate is calculated, and a clockwise target yaw rate is maximized at position B. Thereafter, the clockwise target yaw rate gradually decreases, and at position C, the target yaw rate becomes zero. Next, when the left turn-back steering is started at the position C, the counterclockwise (CCW) target yaw rate is generated in the vehicle 1, and the counterclockwise target yaw rate is maximized at the position D. Thereafter, the counterclockwise target yaw rate gradually decreases, and the target yaw rate at position E becomes zero. However, since the steering switchback operation is performed from position B to position C, the driving force control unit 28 does not increase the absolute value of the steering angle in step S22 of the behavior control process before switchback in FIG. Is determined, and the pre-turnback behavior control processing is terminated. Therefore, from position B to position C, the driving force control unit 28 does not calculate the target yaw rate.

FIG. 11D is a diagram showing a change in the target yaw acceleration calculated based on the target yaw rate shown in FIG. In FIG. 11D, the horizontal axis indicates time, and the vertical axis indicates target yaw acceleration (clockwise (CW) is positive).
The target yaw acceleration of the vehicle 1 is expressed by time differentiation of the target yaw rate of the vehicle 1. That is, as shown in FIG. 11D, when the rightward steering is started at the position A and the clockwise target yaw rate is calculated, the clockwise (CW) target yaw acceleration is calculated. The target yaw acceleration in the clockwise direction becomes maximum with respect to B. Thereafter, the clockwise target yaw acceleration decreases, and when the clockwise target yaw rate becomes maximum at the position B, the target yaw acceleration becomes zero. Further, when the clockwise target yaw rate decreases from the position B to the position C, a counterclockwise (CCW) target yaw acceleration is calculated and becomes maximum at the position C. Next, a counterclockwise steering yaw rate is started at position C, a counterclockwise target yaw rate is calculated, and the counterclockwise target yaw acceleration decreases until the counterclockwise target yaw rate reaches a maximum at position D. At D, the target yaw acceleration is zero. Thereafter, when the counterclockwise yaw rate decreases from the position D to the position E, the clockwise target yaw acceleration is calculated. After the clockwise target yaw acceleration reaches the maximum between the position D and the position E, the position E The target yaw acceleration becomes zero. However, since the steering switchback operation is performed from position B to position C, the driving force control unit 28 does not increase the absolute value of the steering angle in step S22 of the behavior control process before switchback in FIG. Is determined, and the pre-turnback behavior control processing is terminated. Therefore, from the position B to the position C, the driving force control unit 28 does not calculate the target yaw acceleration.

FIG. 11E is a diagram showing a change in the torque control amount of the motor 6 determined by the driving force control unit 28 based on the target yaw acceleration shown in FIG. In FIG. 11E, the horizontal axis indicates time, and the vertical axis indicates the torque control amount (torque increase is positive).
FIG. 11E shows the case where the correction control intervention torque determined by the driving force control unit 28 in step S28 of the behavior control process before switching in FIG. 5 is the basic control intervention torque determined in step S26 (ie, the basic control intervention torque). The control intervention torque is smaller than the control intervention acceptable torque).
As described above, the driving force control unit 28 controls to increase the basic control intervention torque and reduce the increase rate of the increase amount as the target yaw acceleration increases when the reverse steering is not performed. . Therefore, as shown in FIG. 11E, when the clockwise target yaw acceleration is calculated between the position A and the position B, the torque reduction amount increases with the increase of the target yaw acceleration, and the position A and When the clockwise target yaw acceleration between the position B and the position B is maximized, the torque reduction amount is also maximized. Thereafter, the torque reduction amount decreases as the clockwise target yaw acceleration decreases, and when the target yaw acceleration becomes zero at position B, the torque reduction amount also becomes zero. Since the steering switching operation is performed from the position B to the position C, the driving force control unit 28 does not indicate that the absolute value of the steering angle is increasing in step S22 of the behavior control process before switching in FIG. Judgment is made, and the behavior control process before switching is terminated. Therefore, from position B to position C, the driving force control unit 28 does not perform torque reduction (ie, torque reduction amount = 0).
Next, when the left turn-back steering is started at the position C, the basic control intervention torque indicated by the alternate long and short dash line in FIG. 11 (e) is acquired in step S45 of the behavior control process during turning in FIG. In this case, the torque reduction amount increases with a constant slope until reaching the basic control intervention torque acquired in step S45 of the behavior control process during switching in FIG. 6, and thereafter, the basic control intervention torque is used as the torque reduction amount. . Next, as the counter-clockwise target yaw acceleration decreases from position C to position D, the torque reduction amount also decreases. When the target yaw acceleration becomes zero at position D, the torque reduction amount also becomes zero.
Further, when the steering return operation in the steering operation at the position D is started, and the leftward steering angle is decreased, the driving force control unit 28 increases the driving control intervention torque of the vehicle 1 according to the target yaw acceleration. Increase. That is, as shown in FIG. 11E, when the clockwise target yaw acceleration is calculated between the position D and the position E, the torque increase amount increases with the increase of the target yaw acceleration. When the clockwise target yaw acceleration is maximized with respect to the position E, the amount of torque increase is also maximized. Thereafter, the torque increase amount decreases as the clockwise target yaw acceleration decreases, and when the target yaw acceleration becomes zero at position E, the torque increase amount also becomes zero.

FIG. 11 (f) is generated in the vehicle 1 when the torque control of the motor 6 is performed as shown in FIG. 11 (e) in the vehicle 1 that is steered as shown in FIG. 11 (b). It is a diagram which shows the change of a yaw rate (actual yaw rate). In FIG. 11F, the horizontal axis indicates time, and the vertical axis indicates the yaw rate (clockwise (CW) is positive). Further, the solid line in FIG. 11 (f) shows the change in the actual yaw rate when the torque control of the motor 6 is performed, and the broken line is the case where the torque control of the motor 6 is not performed between the position D and the position E. Changes in the actual yaw rate are shown.
When the steering toward the right is started at the position A and the torque reduction amount increases as shown in FIG. 11E as the clockwise target yaw acceleration increases, the load on the front wheels that are the steering wheels of the vehicle 1 increases. . As a result, the frictional force between the front wheels and the road surface increases, and the cornering force of the front wheels increases, so that the turning ability of the vehicle 1 is improved.
Further, when the leftward steering is started at the position C and the torque reduction amount increases as shown in FIG. 11E in accordance with the counterclockwise target yaw acceleration, the load on the front wheels that are the steering wheels of the vehicle 1 is increased. Since the cornering force of the front wheels increases, the turning ability of the vehicle 1 is improved.
Further, when the steering return operation in the reverse steering is started at the position D and the torque increase amount increases as shown in FIG. 11E as the clockwise target yaw acceleration increases, the rear wheel of the vehicle 1 is increased. The load increases. As a result, the cornering force of the rear wheel is increased and the straight traveling performance of the vehicle 1 is improved. Therefore, the torque control of the motor 6 is performed more than when the torque control of the motor 6 is not performed between the position D and the position E. The actual yaw rate converges faster when done.

  Next, with reference to FIG. 12, the operation of the vehicle behavior control apparatus 20 when a double lane change is performed will be described. FIG. 12A is a plan view schematically showing the vehicle 1 that performs a double lane change. As shown in FIG. 12 (a), the vehicle 1 turns right from position A via position B to position C, and turns left from position C via position D to position E. To change the first lane to the right lane. Next, the vehicle 1 turns left from the position E via the position F to the position G, and then turns right from the position G to the position I via the position H, thereby changing the second lane to the left lane. I do.

FIG. 12B is a diagram showing a change in the steering angle of the vehicle 1 that performs the lane change as shown in FIG. In FIG. 12B, the horizontal axis indicates time, and the vertical axis indicates the steering angle (rightward is positive). FIG. 12C is a diagram showing a change in the target yaw rate calculated based on the steering angle of the vehicle 1 shown in FIG. In FIG. 12C, the horizontal axis indicates time, and the vertical axis indicates the target yaw rate (clockwise (CW) is positive). FIG. 12D is a diagram showing a change in the target yaw acceleration calculated based on the target yaw rate shown in FIG. In FIG. 12D, the horizontal axis indicates time, and the vertical axis indicates target yaw acceleration (clockwise (CW) is positive).
As shown in FIGS. 12 (b), 12 (c), and 12 (d), in the first lane change of the double lane change, the steering angle is the same as in the case of the single lane change shown in FIG. The target yaw rate and the target yaw acceleration change, and in the second lane change, the steering angle, the target yaw rate, and the target yaw acceleration change in a state that is reversed left and right as compared with the case of the single lane change shown in FIG.

  FIG. 12E is a diagram showing a change in the torque control amount of the motor 6 determined by the driving force control unit 28 based on the target yaw acceleration shown in FIG. In FIG. 12E, the horizontal axis indicates time, and the vertical axis indicates the torque control amount (torque increase is positive). In addition, the dotted line in FIG.12 (e) is a torque control when it is assumed that the driving force control part 28 determines the torque control amount of the motor 6 according to a target yaw acceleration similarly to the case where the vehicle 1 performs a single lane change. Indicates the change in quantity.

As shown in FIG. 12 (e), after the start of the first lane change, until the steering turning operation is completed during turn-back steering (between position A and position D in FIG. 12 (a)). The driving force control unit 28 performs the torque control in the same manner as from the start of the single lane change until the steering turning operation is completed during the turning-back steering (from the position A to the position D in FIG. 11A). I do.
In addition, after the first turning operation in the second lane change is finished and until the turning-back steering is finished (between position F and position I in FIG. 12A), the driving force control unit 28 is a single unit. Torque control is performed in the same manner as from the end of the first cutting operation in the lane change until the end of the turnback steering (from the position B to the position E in FIG. 11A).

On the other hand, after the steering turning operation is completed during the first lane change turning steering, until the first cutting operation in the second lane change is completed (between position D and position F in FIG. 12A). The torque control performed by the driving force control unit 28 is different from the torque control in the single lane change.
Specifically, first, when the steering turning operation in the first lane change turning steering is started at the position D and the left steering angle is decreased, the driving force control unit 28 responds to the target yaw acceleration. Then, the drive control intervention torque of the vehicle 1 is determined (step S85 in FIG. 9), and the corrected control intervention torque obtained by correcting the drive control intervention torque is determined (step S86 in FIG. 9). As described above, since the driving force control unit 28 determines a value obtained by adding a predetermined correction value to the drive control intervention torque as the correction control intervention torque, the correction control intervention torque becomes larger than the drive control intervention torque. As shown in FIG. 12 (e), the torque increase amount when the double lane change is performed (solid line in FIG. 12 (e)) is the torque increase amount when the single lane change is performed (that is, when the double lane change is not performed). (Dotted line in FIG. 12E).

Furthermore, when the first lane change is completed at position E and the first turning operation in the second lane change is started, and the leftward steering angle increases, the driving force control unit 28 sets the drive control intervention torque to a predetermined value. Decrease at a predetermined rate of change until the value T ₂ or less (in the example of FIG. 9, decrease by 0.5 Nm every time step S93 is executed), and drive control when the drive control intervention torque becomes T ₂ or less. The intervention torque is set to zero. That is, when performing the first cutting operation in the single lane change, the torque control amount is determined so as to reduce the driving force as shown by the dotted line in FIG. When the first cutting operation is performed in the second lane change, the torque control amount is determined so as to increase the drive amount as shown by the solid line in FIG.

FIG. 12 (f) is generated in the vehicle 1 when the torque control of the motor 6 is performed as shown in FIG. 12 (e) in the vehicle 1 that is steered as shown in FIG. 12 (b). It is a diagram which shows the change of a yaw rate (actual yaw rate). In FIG. 12 (f), the horizontal axis indicates time, and the vertical axis indicates yaw rate (clockwise (CW) is positive). Note that the dotted line in FIG. 12F indicates the actual yaw rate when it is assumed that the driving force control unit 28 determines the torque control amount of the motor 6 according to the target yaw acceleration, as in the case where the vehicle 1 performs a single lane change. Shows changes.
As shown in FIG. 12 (f), after the start of the first lane change, until the steering turning operation is completed during turn-back steering (between position A and position D in FIG. 12 (a)). In the same manner as in the case of the single lane change, after the first turning operation in the second lane change is finished and until the turn-back steering is finished (from position F to position I in FIG. 12A). The actual yaw rate changes.
On the other hand, after the turning operation of the steering is completed during the first lane change turning steering, the driving is performed until the first lane change is completed (from the position D to the position E in FIG. 12A). As shown in FIG. 12E, the force control unit 28 corrects the torque increase amount to be larger than that in the case of performing the single lane change, and increases the rear wheel load increase amount due to the torque increase. As a result, the cornering force of the rear wheels is increased and the straight traveling performance of the vehicle 1 is improved, so that the actual yaw rate converges faster than when the single lane change is performed.
In addition, after the first lane change is completed and until the first cutting operation in the second lane change is completed (between position E and position F in FIG. 12A), the driving force control unit 28 is As shown in FIG. 12E, the torque control amount is corrected so as to increase the torque, and the rear wheel load is increased, instead of reducing the torque as in the case of performing the single lane change. As a result, the cornering force of the rear wheels is increased and the straight traveling performance of the vehicle 1 is improved, so that the increase in the actual yaw rate is slower than in the case of performing a single lane change.

  FIG. 12G is a diagram showing a change in roll angle generated in the vehicle body in response to a change in the steering angle of the vehicle 1 shown in FIG. In FIG. 12G, the horizontal axis indicates time, and the vertical axis indicates the roll angle (the roll to the left is positive with respect to the traveling direction of the vehicle 1). Note that the dotted line in FIG. 12G indicates the roll angle when it is assumed that the driving force control unit 28 determines the torque control amount of the motor 6 according to the target yaw acceleration, as in the case where the vehicle 1 performs a single lane change. Shows changes.

  As shown in FIG. 12 (g), the roll angle generated in the vehicle body is proportional to the change in the actual yaw rate and changes with a delay from the change in the actual yaw rate. That is, when rightward steering is started at the position A, a roll to the left in the traveling direction occurs with a delay from the clockwise actual yaw rate change, and the roll angle becomes maximum after the vehicle 1 passes the position B. Thereafter, the roll angle toward the left side gradually decreases, and after passing through position C, the roll angle becomes zero. Next, a roll to the right in the traveling direction is generated with a delay from the counterclockwise change in the actual yaw rate due to the left turn-back steering at the position C, and the roll angle becomes maximum after the vehicle 1 passes the position D.

  After the first lane change is completed at the position E, the leftward steering is resumed, and the actual counterclockwise yaw rate increases (start of the second lane change). As described above, since the roll angle changes with a delay from the change of the actual yaw rate, the roll angle to the right in the traveling direction is not reduced to 0 at the position E where the first lane change is completed. Therefore, if the counterclockwise actual yaw rate increases due to the start of the second lane change, the counterclockwise actual yaw rate in the second lane change remains with the roll angle to the right in the traveling direction at the end of the first lane change remaining. A roll to the right in the traveling direction is added according to the increase in the travel angle, and the roll angle is increased compared to during the first lane change.

  Here, as shown in FIG. 12 (e), after the steering turning operation is finished during the first lane change turning steering, until the first lane change is finished (in FIG. 12 (a), the position is changed). In the period from D to position E), the driving force control unit 28 corrects the torque increase amount to be larger than that in the case of performing the single lane change, and increases the rear wheel load increase amount due to the torque increase. In addition, after the end of the first lane change, until the first cutting operation in the second lane change ends (between position E and position F in FIG. 12A), the driving force control unit 28 Rather than reducing the torque as in the case of a single lane change, the torque control amount is corrected to increase the torque and the rear wheel load is increased. As a result, the cornering force of the rear wheels increases and the straightness of the vehicle 1 improves, so that the actual yaw rate (dotted line in FIG. 12 (f)) when torque control is performed is the same as in the case of single lane change. The actual counterclockwise yaw rate is reduced. As a result, as shown in FIG. 12 (g), as compared with the roll angle (dotted line in FIG. 12 (g)) when torque control is performed as in the case of the single lane change, the right side in the traveling direction generated in the vehicle body The roll angle to becomes smaller.

FIG. 12H is a diagram showing changes in the roll rate corresponding to the roll angle shown in FIG. In FIG. 12H, the horizontal axis indicates time, and the vertical axis indicates the roll rate (the roll rate to the left is positive with respect to the traveling direction of the vehicle 1). Note that the dotted line in FIG. 12 (h) indicates the roll rate when it is assumed that the driving force control unit 28 determines the torque control amount of the motor 6 according to the target yaw acceleration as in the case where the vehicle 1 performs a single lane change. Shows changes.
The roll rate generated in the vehicle body is expressed by time differentiation of the roll angle. As described above, after the steering turning operation is finished during the first lane change turning steering, the first turning operation in the second lane change is finished (in FIG. 12A, from position D to position F). The roll angle to the right in the traveling direction is smaller than the roll angle (dotted line in FIG. 12G) when torque control is performed as in the case of single lane change. That is, the range of change in the roll angle is reduced by the torque control of the driving force control unit 28 in the double lane change, and accordingly, the roll rate to the right in the traveling direction is also controlled in the same manner as in the case of the single lane change. It becomes smaller than the roll rate at that time (dotted line in FIG. 12 (h)).

Next, further modifications of the embodiment of the present invention will be described.
In the embodiment described above, it has been described that the vehicle 1 equipped with the vehicle behavior control device 20 is equipped with the battery 2 as a power source. However, the vehicle behavior control is performed on the vehicle 1 equipped with a gasoline engine or a diesel engine as a power source. The device 20 may be mounted. In this case, the driving force control unit 28 controls the fuel injection amount and the transmission according to the yaw acceleration to reduce the driving force by the gasoline engine or the diesel engine.

In the above-described embodiment, it has been described that the driving force control unit 28 determines the torque control amount of the motor 6 based on the target yaw acceleration calculated by the yaw acceleration calculation unit 26, but the driving force control unit 28 relates to the yaw rate of the vehicle 1. The torque control amount of the motor 6 may be determined based on other parameters.
For example, the yaw acceleration calculation unit 26 calculates the yaw acceleration generated in the vehicle 1 based on the yaw rate input from the yaw rate sensor 16, and the driving force control unit 28 calculates the motor based on the yaw acceleration calculated in this way. The torque control amount of 6 may be determined. In this case, as the yaw acceleration generated in the vehicle 1 increases, the driving force control unit 28 increases the torque reduction amount or torque increase amount of the motor 6 of the vehicle 1 and reduces the increase rate of this increase amount. Control.
Alternatively, a lateral acceleration generated as the vehicle 1 turns is detected by an acceleration sensor mounted on the vehicle 1, and the driving force control unit 28 determines a torque control amount of the motor 6 based on the lateral acceleration. May be. In this case, as the lateral acceleration generated in the vehicle 1 increases, the driving force control unit 28 increases the torque reduction amount or torque increase amount of the motor 6 of the vehicle 1 and reduces the increase rate of this increase amount. Control.

  Further, in the above-described embodiment, when the first cutting operation is performed in the single lane change, the torque control amount is determined so as to reduce the driving force as indicated by the dotted line in FIG. On the other hand, when performing the first cutting operation in the second lane change of the double lane change, it has been described that the torque control amount is determined so as to increase the drive amount as indicated by the solid line in FIG. Even when the first cut operation is performed in the second lane change of the double lane change, the torque control amount may be determined so as to reduce the driving force as in the case of the single lane change. Even in this case, by correcting the torque reduction amount to be smaller than that in the case of performing the single lane change, the rear wheel load is increased as compared with the case of performing the single lane change, and the straightness of the vehicle 1 is improved. Therefore, the roll angle and roll rate generated in the vehicle body are smaller than the roll angle and roll rate when torque control is performed as in the case of single lane change.

  Next, the effect of the vehicle behavior control apparatus 20 according to the above-described embodiment of the present invention and the modification of the embodiment of the present invention will be described.

  First, the driving force control unit 28 of the vehicle behavior control device 20 starts steering of the vehicle 1 when the turning-back steering is not performed (for example, the state before the turning-back at the initial stage of the lane change), and the target yaw of the vehicle 1 is started. When the acceleration starts to increase, the amount of reduction in the driving force is rapidly increased. Therefore, at the start of steering of the vehicle 1, a deceleration is quickly generated in the vehicle 1 and a sufficient load is quickly applied to the front wheels as steering wheels. be able to. As a result, the frictional force between the front wheels, which are the steered wheels, and the road surface increases, and the cornering force of the front wheels increases, so that the turning ability of the vehicle 1 at the initial stage of the curve approach can be improved, and the steering turning operation can be prevented. Responsiveness can be improved. Further, since the driving force control unit 28 decreases the rate of increase in the amount of reduction in driving force of the vehicle 1 as the target yaw acceleration increases, the deceleration generated in the vehicle 1 during curve traveling is not excessive. Deceleration can be quickly reduced at the end of steering. Therefore, it is possible to prevent the driver from feeling a drag of reducing the driving force when exiting the curve. Further, the driving force control unit 28 performs the turn-back steering and the absolute value of the steering angle of the vehicle 1 is decreased (for example, when the driver is trying to return the steering to the neutral position in the latter half of the lane change). Since the driving force of the vehicle 1 is increased, acceleration can be generated in the vehicle 1 at the time of steering for the vehicle 1 to return straight, and the load on the rear wheels can be increased. Thereby, since the cornering force of the rear wheel is increased, the straight traveling performance of the vehicle 1 can be improved, and the yaw rate of the vehicle 1 can be reliably converged. Further, when the vehicle 1 performs a double lane change, the driving force control unit 28 determines that the turn-back steering is performed during the first lane change and the absolute value of the steering angle of the vehicle 1 is decreased. Since the increase in the driving force is corrected so as to increase compared to the case where the vehicle 1 does not perform the double lane change, the double lane change is not performed immediately before the end of the first lane change (the single lane change is performed). The yaw rate of the vehicle 1 can be converged more quickly than in the case of carrying out, thereby reducing the roll angle and roll rate at the end of the first lane change. Accordingly, it is possible to reduce the roll rate at the time of turning steering in the second lane change, and to prevent the driver from feeling a fear.

  In addition, when the vehicle 1 performs a double lane change, the driving force control unit 28 decreases the amount of reduction in the driving force when it is determined that the turnback steering is not performed during the second lane change, or Since the driving force of the vehicle 1 is increased, it is possible to suppress an increase in the yaw rate of the vehicle 1 immediately after the start of the second lane change, thereby reducing the roll rate at the time of turning steering in the second lane change. It is possible to prevent the driver from feeling afraid.

  In particular, the vehicle 1 is an electrically driven vehicle having a motor 6 that drives wheels, and a battery 2 that supplies electric power to the motor 6 and collects regenerative power generated by the motor 6, and includes a driving force control unit 28. Reduces the driving force of the vehicle 1 by controlling the amount of regenerative power generated by the motor 6 in accordance with the target yaw acceleration. That is, since the driving force control unit 28 reduces the torque of the motor 6 according to the target yaw acceleration of the vehicle 1, the driving force of the vehicle 1 can be directly reduced. Therefore, compared with the case where the driving force of the vehicle 1 is reduced by controlling the hydraulic brake unit, the response of the driving force reduction can be improved, and the behavior of the vehicle 1 can be controlled more directly.

  Further, when it is determined that the battery 2 cannot recover the regenerative power generated by the motor 6 based on the state of the battery 2, the driving force control unit 28 does not reduce the driving force of the vehicle 1 and drives the vehicle 1. Information indicating that the force is not reduced is displayed on the indicator 22. That is, when the battery 2 is overcharged when the regenerative power generated by the motor 6 is collected by the battery 2 or when the temperature of the battery 2 exceeds the allowable temperature range, the driving force control unit 28 Since the torque is not reduced and regenerative power is not generated, the battery 2 can be prevented from being damaged. Further, since the driving force control unit 28 displays information indicating that the driving force of the vehicle 1 is not reduced on the indicator 22, it is possible to prevent the driver from feeling uncomfortable because the driving force is not reduced when entering the curve.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Battery 4 Driving wheel 6 Motor 8 Inverter 10 Steering wheel 12 Steering angle sensor 14 Vehicle speed sensor 16 Yaw rate sensor 18 Camera 20 Vehicle behavior control device 22 Indicator 24 Battery state detection part 26 Yaw acceleration calculation part 28 Driving force control part

Claims (4)

In a vehicle behavior control device for controlling the behavior of a vehicle in which front wheels are steered,
A yaw rate related amount acquisition means for acquiring a yaw rate related amount related to the yaw rate of the vehicle;
Driving force control means for controlling the driving force of the vehicle to be reduced in accordance with the yaw rate related quantity acquired by the yaw rate related quantity acquiring means;
Reversing steering determining means for determining whether reversing steering is performed in the vehicle;
Lane change determination means for determining whether or not the vehicle performs a double lane change,
The driving force control means increases the amount of reduction in the driving force of the vehicle and increases this amount as the yaw rate related amount increases when the turning steering determination means determines that the turning steering is not performed. If the driving force control amount of the vehicle is determined so as to reduce the increase rate of the vehicle, and it is determined that the reverse steering is performed by the reverse steering determination means and the absolute value of the steering angle of the vehicle is reduced, Driving force control amount determining means for determining the driving force control amount of the vehicle so as to increase the driving force of the vehicle, and when the vehicle performs a double lane change, the switching steering determination means during the first lane change. If it is determined that the steering is turned back and the absolute value of the steering angle of the vehicle is decreasing, the driving force control amount determining means determines Been vehicle behavior control device, characterized in that it comprises a driving force control amount correction means for correcting to increase the driving force controlled variable.   When the vehicle performs a double lane change, the driving force control amount correcting means is configured to perform the driving force control when the turning steering determining means determines that the turning steering is not performed during the second lane change. The vehicle behavior according to claim 1, wherein the driving force control amount determined by the amount determining means is corrected so as to decrease, or the driving force control amount of the vehicle is determined so as to increase the driving force of the vehicle. Control device. The vehicle is an electrically driven vehicle having a motor that drives wheels, and a battery that supplies power to the motor and collects regenerative power generated by the motor,
3. The vehicle behavior control according to claim 1, wherein the driving force control means reduces the driving force of the vehicle by controlling a regenerative power amount generated by the motor according to the yaw rate related amount. apparatus. The electrically driven vehicle further includes battery state detection means for detecting the state of the battery, and display means for displaying information related to control by the driving force control means,
The driving force control means does not reduce the driving force of the vehicle and reduces the driving force of the vehicle when it is determined that the battery cannot recover the regenerative power generated by the motor based on the state of the battery. 4. The vehicle behavior control device according to claim 3, wherein information indicating that no reduction is to be performed is displayed on the display means.

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