JP2001082200A - Vehicle behavior control device - Google Patents

Abstract

(57) [Problem] To prevent a driver from feeling the drag of behavior control due to delay in recovery of engine output torque or release of braking force. SOLUTION: A target yaw rate γt of a vehicle is calculated based on a steering angle θ or the like (S20), a target vehicle speed Vdt in a drift-out state is calculated (S30), and a correction amount is set when turning degree reduction steering is not performed. ΔVt is set to 0 (S40, 50), and when the turning degree reduction steering is being performed, the correction amount Δ proportional to the absolute value of the steering angular velocity θd.
Vt is calculated (S40, 60). A corrected target vehicle speed Vt obtained by correcting the target vehicle speed Vdt by the correction amount ΔVt is calculated (S70), and the target vehicle speed is calculated based on the deviation ΔV between the target vehicle speed Vt and the actual vehicle speed (vehicle speed) V. The deceleration Gxt is calculated (S80), and the output torque of the engine or the braking force of each wheel is adjusted based on the target deceleration Gxt (S90 to 190).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a behavior control device for a vehicle, and more particularly, to a behavior control device for controlling the braking / driving force of the vehicle to prevent the turning behavior of the vehicle from deteriorating.

[0002]

2. Description of the Related Art As one of behavior control devices for preventing the turning behavior of a vehicle such as an automobile from deteriorating, for example, as described in Japanese Patent Application Laid-Open No. 9-125999 filed by the present applicant, the behavior of the vehicle is controlled. 2. Description of the Related Art A behavior control device configured to control the throttle opening degree to reduce the engine output torque and stabilize the behavior of a vehicle when the state quantity exceeds a threshold value is conventionally known.

According to such a behavior control device, when the behavior of the vehicle deteriorates, the behavior control device automatically reduces the output torque of the engine and lowers the vehicle speed, thereby stabilizing the behavior of the vehicle. It is possible to prevent the behavior of the vehicle from deteriorating without requiring any special operation.

[0004]

Generally, when a driver performs steering in a direction to reduce the turning degree in order to correct a drift-out state of a vehicle, the amount of reduction in the engine output torque is correspondingly reduced. Decrease. However, if the driver performs steering in the direction of decreasing the degree of turning quickly, the vehicle's drift-out state rapidly decreases, but the engine output torque does not recover more quickly than the reduced state, and therefore, In the conventional behavior control device as described above, there is a problem that when the driver performs steering in the direction of decreasing the degree of turning quickly, the driver feels the drag of the behavior control.

[0005] This problem similarly occurs in a behavior control device configured to apply a braking force to the wheels to stabilize the behavior of the vehicle when the behavior state quantity of the vehicle exceeds the threshold value. Unless the braking force applied to the wheels is quickly released when the driver steers in the turning degree decreasing direction quickly, it is inevitable that the driver will feel the drag of the behavior control.

The present invention has been made in view of the above-mentioned problems in a conventional behavior control device configured to determine the braking / driving force of wheels for stabilizing the behavior of a vehicle based on the behavior state of the vehicle. The main problem of the present invention is to reduce and correct the output torque adjustment amount of the engine or the braking force of the wheels when the driver performs steering in the turning degree decreasing direction promptly, An object of the present invention is to prevent a driver from feeling the drag of the behavior control due to a delay in the recovery of the engine output torque or the release of the braking force of the wheels.

[0007]

SUMMARY OF THE INVENTION According to the present invention, an engine output adjustment amount is calculated based on a turning behavior of a vehicle, and the engine output adjustment means is controlled based on the engine output adjustment amount. In a vehicle behavior control device having control means, a means for detecting a steering direction by a driver, a means for detecting a steering angular velocity, and a method for performing steering when a turning degree of the vehicle is reduced. Means for reducing and correcting the engine output adjustment amount based on the magnitude of the angular velocity, or a vehicle behavior control device (the configuration of claim 1), or braking force adjustment of each wheel based on the turning behavior of the vehicle. A vehicle operation control device having a control means for calculating an amount and controlling the braking force adjustment means based on the braking force adjustment amount, wherein a means for detecting a steering direction by a driver; And a means for reducing and correcting the braking force adjustment amount based on the magnitude of the steering angular velocity when steering in a direction in which the turning degree of the vehicle is reduced is performed. This is achieved by a behavior control device (the configuration of claim 2).

According to the configuration of the first aspect, the steering direction and the steering angular velocity by the driver are detected, and when the steering in the direction in which the turning degree of the vehicle is reduced is performed, the engine is determined based on the magnitude of the steering angular velocity. Since the output adjustment amount is corrected to be reduced, the output torque of the engine is quickly restored.

Further, according to the configuration of the second aspect, the steering direction and the steering angular velocity by the driver are detected, and when the steering in the direction in which the turning degree of the vehicle is reduced is performed, based on the magnitude of the steering angular velocity. Since the amount of adjustment of the braking force of the wheel is reduced and corrected, the braking force of the wheel is quickly released.

[0010]

According to a preferred aspect of the present invention, in the configuration of the first aspect, the engine output adjustment amount is configured to be an adjustment amount of the throttle valve opening of the engine ( Preferred embodiment 1).

According to another preferred aspect of the present invention, in the configuration of the first aspect, the control means calculates a target vehicle speed of the vehicle and calculates a deviation between the target vehicle speed and the actual vehicle speed. It is configured to calculate the engine output adjustment amount based on this (preferred mode 2).

According to another preferred embodiment of the present invention, in the configuration of claim 2, the control means calculates a target vehicle speed of the vehicle and calculates a deviation between the target vehicle speed and the actual vehicle speed. It is configured to calculate the braking force adjustment amount of each wheel based on the above (preferred mode 3).

According to another preferred embodiment of the present invention, in the configuration of the preferred embodiment 2 or 3, the control means is configured to calculate a target vehicle speed when the vehicle is in a drift-out state. (Preferred embodiment 4).

According to another preferred embodiment of the present invention, in the configuration of the above-mentioned preferred embodiment 4, the means for calculating the target vehicle speed divides the friction coefficient of the road surface or the lateral acceleration of the vehicle by the target yaw rate. Thereby, the target vehicle speed is calculated (preferred mode 5).

According to another preferred embodiment of the present invention, in the configuration of the above-mentioned preferred embodiment 4, the control means controls the engine output adjusting means only when the engine output adjusting amount is a negative value. (Preferred embodiment 6).

According to another preferred aspect of the present invention, in the configuration according to the first aspect, the means for reducing and correcting the engine output adjustment amount is a correction value for reducing the engine output adjustment amount as a value proportional to the steering angular velocity. The amount is calculated and the engine output adjustment amount is reduced and corrected by the reduced correction amount (preferred mode 7).

According to another preferred aspect of the present invention, in the configuration according to the second aspect, the means for reducing and correcting the braking force adjustment amount of each wheel is controlled as a value proportional to the steering angular velocity. It is configured to calculate a reduction correction amount of the power adjustment amount and reduce and correct the braking force adjustment amount with the reduction correction amount (preferred mode 8).

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 is a schematic configuration diagram (A) showing a first embodiment of a behavior control device according to the present invention applied to a rear wheel drive vehicle, and a block diagram (B) of a control system.

In FIG. 1, reference numeral 10 denotes an engine, and a driving force of the engine 10 is transmitted to a propeller shaft 18 via an automatic transmission 16 including a torque converter 12 and a transmission 14. The driving force of the propeller shaft 18 is transmitted to the left rear wheel axle 22L and the right rear wheel axle 22R by the differential 20, whereby the left and right rear wheels 24RL and 24RR, which are the driving wheels, are driven to rotate.

On the other hand, the left and right front wheels 24FL and 24FR are both driven wheels and steered wheels. Although not shown in FIG. 1, a rack and pinion driven in response to steering of the steering wheel by a driver is provided. It is steered through a tie rod by a power steering device of the type.

The output of the engine 10 is controlled by a main throttle valve 28 and a sub-throttle valve 30 provided in the intake passage 26.
The opening of the sub-throttle valve 30 is controlled by an engine control computer 32 via an actuator 34, and the opening of the sub-throttle valve 30 is controlled by an accelerator pedal not shown in FIG. You.

A signal indicating the opening degree φ of the main throttle valve 28 is input to the engine control computer 32 from a throttle position (TP) sensor 36, and the intake air amount and other engine signals from other sensors not shown in FIG. A signal indicating control information is input. The engine control computer 32 includes a vehicle motion control computer 4.
If necessary, a signal indicating the target sub-throttle opening φst is input from 0, and the engine control computer 32 controls the opening of the sub-throttle valve 30 in response to the target sub-throttle opening signal to reduce the output of the engine. Increase / decrease control.

The braking force of the left and right front wheels 24FL, 24FR and the left and right rear wheels 24RL, 24RR is applied to the hydraulic circuit 44 of the braking device 42.
The corresponding wheel cylinders 46FL, 46FR, 46
It is controlled by controlling the braking pressures of RL and 46RR. Although not shown in the drawing, the hydraulic circuit 44 includes a reservoir, an oil pump, various valve devices, and the like, and the braking pressure of each wheel cylinder is normally driven in accordance with the depression operation of the brake pedal 48 by the driver. It is controlled by the master cylinder 50 and, if necessary, by the vehicle motion control computer 40 as will be described in detail later.

As shown in FIG. 1B, the vehicle motion control computer 40 receives a signal indicating the steering angle θ from the steering angle sensor 54, a signal indicating the lateral acceleration Gy of the vehicle from the lateral acceleration sensor 56, and the vehicle speed. A signal indicating the vehicle speed V from the sensor 58 and a signal indicating the yaw rate γ of the vehicle are input from the yaw rate sensor 60.

Note that the engine control computer 32 and the vehicle motion control computer 40 are actually
It may be a microcomputer having a well-known configuration including a U, a ROM, a RAM, an input / output port device, and the like, and these are connected to each other by a bidirectional common bus.

The vehicle motion control computer 40 calculates a target yaw rate γt as a target turning state quantity of the vehicle,
A target vehicle speed Vdt at the time of drift-out is calculated based on the target yaw rate γt, and it is determined whether or not the driver is performing steering in a direction in which the turning degree is reduced based on a change in the steering angle θ. When the steering in the decreasing direction is performed, the corrected target vehicle speed Vt is calculated by correcting the target vehicle speed Vdt with a correction amount proportional to the steering angular velocity θd, and the steering in the turning degree decreasing direction is performed. If not, the target vehicle speed Vdt is set to the target vehicle speed Vt.

The vehicle motion control computer 40
The target vehicle deceleration Gxt is calculated based on the deviation ΔV between the target vehicle speed Vt and the actual vehicle speed (vehicle speed V), and the maximum vehicle deceleration achievable by reducing the engine output torque is defined as Gxto. When the deceleration Gxt is smaller than the reference value Gxto, the engine output torque adjustment amount ΔTe is calculated based on the target deceleration Gxt, and the output torque adjustment amount ΔTe is calculated.
The target sub-throttle opening φst of the engine is calculated based on the following formula, a signal indicating the target sub-throttle opening φst is output to the engine control computer 32, and the actual vehicle speed V of the vehicle is controlled to the target vehicle speed Vt. And thereby stabilize the behavior of the vehicle.

Further, when the target deceleration Gxt of the vehicle is equal to or larger than the reference value Gxto, the vehicle motion control computer 40 controls the braking device 42 based on the deviation ΔGx between the target deceleration Gxt and the reference value Gxto, thereby The vehicle is decelerated at the deceleration corresponding to the deviation ΔGx by the braking force of the wheels, and the output torque adjustment amount ΔTe of the engine is calculated based on the target deceleration Gxd equal to the reference value Gxto, and the engine is calculated based on the output torque adjustment amount ΔTe. The target sub-throttle opening φst is calculated, and a signal indicating the target sub-throttle opening φst is output to the engine control computer 32, thereby controlling the actual vehicle speed V to the target vehicle speed Vt. The drift-out state is reduced to stabilize the behavior of the vehicle.

Next, a vehicle speed control routine according to the first embodiment will be described with reference to the flowcharts shown in FIGS. The control according to the flowcharts shown in FIGS. 2 and 3 is started by closing an ignition switch (not shown) and is repeatedly executed at predetermined time intervals.

First, in step 10, a signal indicating the steering angle θ is read, and in step 20, N is set as the steering gear ratio, L is set as the wheel base of the vehicle, and A is set as the stability factor. The target yaw rate γt of the vehicle is calculated according to the following equation 1. γt = Vθ / (NL) −AVGy (1)

In step 30, a target vehicle speed Vdt when the vehicle is in a drift-out state is calculated according to the following equation (2). Vdt = | Gy / γt | (2)

In step 40, it is determined whether or not the driver is performing steering in a direction in which the degree of turning is reduced based on the change in the steering angle θ. In step 50, the correction amount ΔVt is set to 0, and when an affirmative determination is made, in step 60, for example, the steering angular velocity θ is calculated as a time differential value of the steering angle θ.
d is calculated, and the correction amount ΔVt of the target vehicle speed is calculated in accordance with the following equation 3 with K as a positive constant. ΔVt = Kθd (3)

In step 70, the target vehicle speed Vdt is corrected by the correction amount ΔVt according to the following equation 4 to calculate the corrected target vehicle speed Vt. Vt = Vdt + ΔVt (4)

At step 80, a target deceleration Gxt of the vehicle body is calculated in accordance with the following equation 5 with Tt as a predetermined time (positive constant) required for the vehicle speed to reach the target vehicle speed. You. Gxt = (Vt−V) / Tt (5)

In step 90, the absolute value of the lateral acceleration Gy of the vehicle, which is a substitute value of the road surface friction coefficient, is used as shown in FIG.
The reference value Gxto is obtained from the map corresponding to the graph shown in FIG.
(Maximum vehicle deceleration that can be achieved by reducing the output torque of the engine) is calculated. The horizontal axis in FIG. 6 may be replaced by the road surface friction coefficient μ. In this case, the road surface friction coefficient μ is known in the art, such as the square root of the longitudinal acceleration and the lateral acceleration of the vehicle. The calculation may be performed in any manner.

In step 100, it is determined whether or not the target deceleration Gxt of the vehicle is smaller than the reference value Gxto. If the determination is affirmative, the process proceeds to step 150; if the determination is negative, the process proceeds to step 150. In step 110, the target deceleration Gxt and the reference value G of the vehicle are calculated according to the following equation (6).
A deceleration deviation ΔGx is calculated as a deviation from xto. ΔGx = Gxt−Gxto (6)

In step 120, Ki (i = fl, f
r, rl, rr) as the conversion coefficients of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, and the target braking force Fbi of each wheel according to Equation 7 below.
(I = fl, fr, rl, rr) are calculated, and in step 130, the hydraulic circuit 44 is controlled so that the braking force of each wheel becomes the target braking force Fbi. Fbi = KiΔGx (7)

In step 140, the required deceleration Gxd of the vehicle is set to the reference value Gxto, in step 150, the required deceleration Gxd of the vehicle is set to the target deceleration Gxt, and in step 160, Based on the required deceleration Gxd of the vehicle, the engine output torque adjustment amount ΔTe is calculated from a map corresponding to the graph shown in FIG.

In step 170, it is determined whether or not the output torque adjustment amount ΔTe is negative, that is, whether or not the output torque of the engine should be reduced.
When a negative determination is made, the process directly returns to step 10, and when an affirmative determination is made, the process proceeds to step 180.

In step 180, the target sub-throttle opening φst of the engine is calculated from a map (not shown) based on the output torque adjustment amount ΔTe, and in step 190, the target sub-throttle opening φst is calculated. Is output to the engine control computer 32, whereby the output torque of the engine is reduced by the output torque adjustment amount ΔTe.
Is controlled so as to become the adjusted target output torque, and then the process returns to step 10.

Thus, according to the first embodiment, in step 20, the target yaw rate γt of the vehicle is calculated based on the steering angle θ and the like, and in step 30, the target vehicle speed when the vehicle is in the drift-out state is calculated. Vdt is calculated, and in step 40, it is determined whether or not the driver is performing steering in the direction in which the turning degree is reduced, and it is determined that steering in the direction in which the turning degree is not reduced is performed. Is determined in step 50, the correction amount Δ
When Vt is set to 0 and it is determined that steering in the turning degree decreasing direction is being performed, in step 60, the correction amount of the target vehicle body speed is set as a correction amount proportional to the absolute value of the steering angular velocity θd. ΔVt is calculated.

In step 70, the target vehicle speed V
By correcting dt by the correction amount ΔVt, the corrected target vehicle speed Vt is calculated. In step 80, the target vehicle speed is reduced based on the deviation between the target vehicle speed Vt and the actual vehicle speed (vehicle speed) V. The speed Gxt is calculated, and in step 90, the reference value Gxto is calculated so as to decrease as the absolute value of the lateral acceleration Gy of the vehicle decreases.

When it is determined in step 100 that the target deceleration Gxt of the vehicle body is smaller than the reference value Gxto, in steps 150 to 190, the engine output torque adjustment amount based on the target deceleration Gxt is determined. While ΔTe is calculated and the engine output torque is adjusted based on the output torque adjustment amount ΔTe, it is determined in step 100 that the target deceleration Gxt of the vehicle body exceeds the reference value Gxto. Sometimes steps 110-130
Is controlled by the braking device 42 based on the deviation ΔGx between the target deceleration Gxt and the reference value Gxto.
The deceleration corresponding to x is achieved by the braking force of each wheel, and in steps 140 and 160 to 190, the engine output torque adjustment amount ΔTe is calculated based on the target deceleration Gxd equal to the reference value Gxto, and the output is calculated. The output torque of the engine is adjusted based on the torque adjustment amount ΔTe, whereby the drift-out state of the vehicle is reduced, thereby stabilizing the behavior of the vehicle.

Therefore, according to the first embodiment, when the vehicle is in a drift-out state and the behavior of the vehicle is deteriorated, the output torque of the engine is automatically reduced or the braking force is automatically applied to the wheels. Is reduced to the target vehicle speed Vt, the drift-out state of the vehicle can be reduced, the behavior of the vehicle can be stabilized with good responsiveness, and the degree of turning by the driver is reduced. When steering in the direction, the target vehicle speed Vt of the vehicle is reduced in accordance with the magnitude of the steering angular velocity. This prevents the output torque from being excessively reduced or applying excessive braking force to the wheels, so that the driver feels the drag of the behavior control. It can be reliably prevented.

FIGS. 4 and 5 are flow charts showing a vehicle speed control routine in a second embodiment of the control device according to the present invention. The control according to the flowcharts shown in FIGS. 4 and 5 is also started by closing an ignition switch (not shown) and is repeatedly executed at predetermined time intervals.

Steps 210 and 220 of this embodiment
Steps 280 to 390 are steps 1 of the first embodiment, respectively.
0, 20, 80-190, step 2
In step 40, as in step 40 of the first embodiment, it is determined whether or not the driver is performing steering in the direction in which the degree of turning is reduced, and a negative determination is made. In some cases, the process proceeds to step 250, and when the determination is affirmative, the process proceeds to step 260.

In step 250, the target vehicle speed Vt when the vehicle is in the drift-out state is calculated according to the following equation 8 similar to the above equation 2. Vt = | Gy / γt | (8)

In step 260, for example, the steering angle θ
The steering angular velocity θd is calculated as a time differential value of the target vehicle speed, and the correction amount ΔVt of the target vehicle body speed is calculated according to the above equation 3. In step 270, the previous target vehicle body speed Vt is set to Vtf and the target The vehicle speed Vt is calculated. Vt = Vtf + ΔVt (9)

Thus, according to the second embodiment, when it is determined in step 240 that the driver has not performed steering in the direction in which the turning degree is reduced, the process proceeds to step 250. Then, the target vehicle speed Vt when the vehicle is in the drift-out state is calculated according to the above equation 8, but when it is determined by the driver that the steering in the direction in which the turning degree is reduced is performed. In step 260, the correction amount ΔVt of the target vehicle speed is calculated as a value proportional to the absolute value of the steering angular velocity θd, and in step 270, the previous target vehicle speed Vtf is corrected by the correction amount ΔVt according to the above equation (9). As a result, the target vehicle speed Vt is calculated.

Therefore, according to the second embodiment, when the vehicle is in a drift-out state and the behavior of the vehicle is deteriorated, the output torque of the engine is automatically reduced or the braking force is automatically applied to the wheels. Body speed V
Is reduced to the target vehicle speed Vt, so that the drift-out state of the vehicle can be reduced and the behavior of the vehicle can be stabilized with good responsiveness, and steering in the direction in which the degree of turning is reduced by the driver can be performed. Is performed, the target vehicle speed Vt of the vehicle is reduced in accordance with the magnitude of the steering angular speed. Therefore, when the driver performs steering to correct drift out, the output torque of the engine becomes excessive. It is possible to prevent the driver from feeling the drag of the behavior control without fail.

According to the illustrated first and second embodiments, when the target deceleration Gxt of the vehicle body is less than the reference value Gxto, the engine output torque adjustment amount ΔTe is calculated based on the target deceleration Gxt. Together with the output torque adjustment amount Δ
Although the output torque of the engine is adjusted based on Te, when the target deceleration Gxt of the vehicle body exceeds the reference value Gxto, the braking device 42 is controlled based on the deviation ΔGx between the target deceleration Gxt and the reference value Gxto. As a result, the deceleration corresponding to the deviation ΔGx is achieved by the braking force of each wheel, the engine output torque adjustment amount ΔTe is calculated based on the target deceleration Gxd equal to the reference value Gxto, and the engine is adjusted based on the output torque adjustment amount ΔTe. Output torque is adjusted.

Therefore, as compared with the case where the target deceleration Gxt of the vehicle body is achieved only by the braking force of each wheel, the engine is generated and wasted when the target deceleration Gxt of the vehicle body is small. The energy can be reduced, and the possibility that the braking force of each wheel becomes a very high value in a situation where the target deceleration Gxt of the vehicle body is large can be reduced.

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

For example, in each of the illustrated embodiments, the target vehicle speed is calculated by dividing the lateral acceleration Gy of the vehicle by the target yaw rate, but instead of the lateral acceleration of the vehicle. For example, a road friction coefficient estimated in a manner known in the art may be used.

In each of the illustrated embodiments, the correction amount ΔVt of the target vehicle speed is calculated according to the above equation (3).
Is calculated as a value proportional to the absolute value of the target vehicle speed, but the correction amount ΔVt of the target vehicle speed may be corrected to be calculated from a map corresponding to the graph shown in FIG.

In each of the illustrated embodiments, only the drift-out state of the vehicle is controlled. For example, the target vehicle speed Vst (= Gy / γ) when the vehicle is in the spin state is controlled. Is calculated, and the larger one of the target vehicle speed Vt and the target vehicle speed Vst of each embodiment is reset to the final target vehicle speed Vt, whereby both the drift-out state and the spin state of the vehicle are controlled. It may be modified as follows.

In the illustrated embodiments, when the target deceleration Gxt of the vehicle body is less than the reference value Gxto, the output torque of the engine is adjusted so that the deceleration of the vehicle becomes the target deceleration Gxt. Target deceleration Gxt is the reference value Gxt
o, the target deceleration Gxt and the reference value Gxto
The deceleration corresponding to the deviation ΔGx is achieved by the braking force of each wheel by controlling the braking device 42 on the basis of the deviation ΔGx with respect to the deviation ΔGx, and the output torque adjustment amount of the engine based on the target deceleration Gxd equal to the reference value Gxto. ΔTe is calculated, and the output torque of the engine is adjusted based on the output torque adjustment amount ΔTe. However, it is modified so that only one of the adjustment of the output torque of the engine and the control of the braking force of each wheel is performed. You may.

In the illustrated embodiment, the predetermined time Tt is constant.
First, the steering angular velocity θd is calculated as a time differential value of the steering angle, and the predetermined time Tt is set to the steering angular velocity θ such that the larger the magnitude of the steering angular velocity θd, the smaller the predetermined time Tt.
Based on the absolute value of d, it is calculated from the map corresponding to the graph shown in FIG. 9, whereby the faster the driver turns the steering wheel, the higher the target deceleration becomes, so that the vehicle is decelerated for controlling the behavior. It may be modified to reflect the driver's steering situation to a degree.

[0060]

As is apparent from the above description, according to the present invention, when steering is performed in the direction in which the turning degree of the vehicle is reduced, the engine output adjustment amount or each of the engine output adjustment amounts based on the magnitude of the steering angular velocity is determined. Since the braking force of the wheels is reduced and corrected, the output torque of the engine is quickly recovered or the braking force of the wheels of the wheel is quickly released, thereby recovering the output torque of the engine and releasing the braking force of the wheels. Can be prevented from being felt by the driver due to the delay in the behavior control.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram (A) showing a first embodiment of a behavior control device according to the present invention applied to a rear wheel drive vehicle, and a block diagram (B) of a control system.

FIG. 2 is a flowchart illustrating a first half of a behavior control routine according to the first embodiment.

FIG. 3 is a flowchart illustrating the latter half of a behavior control routine according to the first embodiment.

FIG. 4 is a flowchart illustrating a first half of a behavior control routine according to a second embodiment.

FIG. 5 is a flowchart illustrating a second half of a behavior control routine according to the second embodiment.

FIG. 6 is a graph showing a relationship between an absolute value of a lateral acceleration Gy of a vehicle and a reference value Gxto.

FIG. 7 is a graph showing a relationship between a required deceleration Gxd of the vehicle and an output torque adjustment amount ΔTe of the engine.

FIG. 8 is a graph showing a relationship between an absolute value of a steering angular velocity θd and a correction amount ΔVt of a target vehicle body speed.

FIG. 9 is a graph showing a relationship between the steering angular velocity θd and a time Tt for the vehicle speed to reach the target vehicle speed.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Engine 12 ... Torque converter 16 ... Automatic transmission 20 ... Differential 32 ... Engine control computer 40 ... Vehicle motion control computer 42 ... Braking device 44 ... Hydraulic circuit 46FL-46RR ... Wheel cylinder 50 ... Master cylinder 54 ... Steering angle sensor 56 ... lateral acceleration sensor 58 ... vehicle speed sensor 60 ... yaw rate sensor

Claims (2)

[Claims] 1. A vehicle behavior control device comprising a control means for calculating an engine output adjustment amount based on a turning behavior of a vehicle and controlling the engine output adjustment means based on the engine output adjustment amount. Means for detecting a direction, means for detecting a steering angular velocity, and means for reducing and correcting the engine output adjustment amount based on the magnitude of the steering angular velocity when steering in a direction in which the turning degree of the vehicle is reduced is performed. A behavior control device for a vehicle, comprising: 2. A behavior control device for a vehicle comprising a control means for calculating a braking force adjustment amount of each wheel based on a turning behavior of the vehicle and controlling the braking force adjustment means based on the braking force adjustment amount. Means for detecting the steering direction by the driver, means for detecting the steering angular velocity, and when the steering in the direction in which the turning degree of the vehicle is reduced is performed, the braking force adjustment amount is reduced and corrected based on the magnitude of the steering angular velocity. Means for controlling the behavior of a vehicle.