JP2006044293A - Vehicle motion control device - Google Patents

Abstract

An object of the present invention is to reduce overshoot and vibration of a vehicle roll, which is delayed with respect to steering, by controlling a difference in braking / driving force between the left and right wheels so that the roll of the vehicle which is delayed with respect to steering is reduced. This reduces the possibility that the driver will feel uncomfortable and uneasy.
The actual steering angle δ of the left and right front wheels is calculated (S20), and the control of the left and right wheels to be applied to the vehicle in order to make the actual roll angle of the vehicle follow the target roll angle of the vehicle based on the steering angle of the steering wheel. The target yaw moment Mt based on the driving force difference is calculated (S30), and the driver's required braking / driving force F of the entire vehicle is calculated based on the accelerator opening φ and the master cylinder pressure Pm (S40). Based on the braking / driving force F, the target braking / driving force Xi of each wheel is calculated (S50), and the motor generators 12FL to 12RR or the friction braking device 16 are controlled so that the braking / driving force of each wheel becomes the target braking / driving force Xi. (S60).
[Selection] Figure 2

Description

  The present invention relates to a vehicle motion control device, and more particularly to a vehicle motion control device that controls a difference in braking / driving force between left and right wheels.

  As one of the motion control devices for vehicles such as automobiles, for example, as described in the following Patent Document 1 relating to the application of the present applicant, the actual yaw rate of the vehicle becomes the target yaw rate of the vehicle based on the driving operation of the driver. Conventionally, a motion control device that controls the steering angle of the rear wheels and the driving force of the left and right rear wheels is known.

According to such a motion control device, the steering angle of the rear wheels and the driving force of the left and right rear wheels are controlled. Therefore, the motion control device that controls only the steering angle of the rear wheels and the motion that controls only the driving force of the left and right rear wheels. Compared to the control device, it is possible to perform more advanced vehicle attitude control.
JP 2003-000000 A

  However, in the conventional motion control device as described above, the steering angle of the rear wheels and the driving force of the left and right rear wheels are controlled, but the actual yaw rate of the vehicle becomes the target yaw rate of the vehicle based on the driving operation of the driver. Therefore, the roll when the vehicle turns can not be controlled properly.

  That is, when the vehicle turns, lateral acceleration of the vehicle is generated behind the steering by the driver, and rolling motion of the vehicle occurs behind the lateral acceleration of the vehicle. Roll motion is a second-order lag phenomenon with respect to the lateral acceleration of the vehicle. Overshoot and vibration of the vehicle roll occur behind the steering, so that the actual yaw rate of the vehicle becomes the target yaw rate of the vehicle. Even if it is controlled, these phenomena cannot be effectively reduced. Therefore, depending on the turning situation of the vehicle, it is inevitable that the driver feels uncomfortable or uneasy.

  The present invention has been made in view of the above-described problems in the conventional motion control device that controls the steering angle of the rear wheels or the driving force of the left and right rear wheels so that the actual yaw rate of the vehicle becomes the target yaw rate of the vehicle. The main problem of the present invention is to control the difference in braking / driving force between the left and right wheels so that the roll of the vehicle that is delayed with respect to the steering is reduced, so that the roll of the vehicle that is delayed with respect to the steering is controlled. This is to reduce overshoot and vibration, and reduce the possibility that the driver will feel uncomfortable or uneasy.

  According to the present invention, the main problem described above is the configuration of claim 1, that is, the vehicle motion control device capable of imparting a braking / driving force difference between the left and right wheels, and the actual roll angle of the vehicle is controlled by the steering wheel. Calculates the target yaw moment to be applied to the vehicle to follow the target roll angle of the vehicle based on the angle, and controls the braking / driving force difference between the left and right wheels so that the yaw moment applied to the vehicle becomes the target yaw moment This is achieved by a vehicle motion control device.

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 1, the vehicle roll angle corresponding to the target lateral acceleration of the vehicle based on the steering angle of the steered wheels. The vehicle is configured to calculate a target roll angle (configuration of claim 2).

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of the above-described second aspect, in consideration of the delay in the lateral acceleration of the vehicle with respect to the steering wheel, The vehicle is configured to calculate a target roll angle corresponding to the acceleration (configuration of claim 3).

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration of the above-described claims 1 to 3, the lateral acceleration of the vehicle with respect to applying a braking / driving force difference between the left and right wheels is generated. Is configured to control the braking / driving force difference between the left and right wheels in consideration of the delay of the vehicle.

  According to the configuration of the first aspect, the target yaw moment to be applied to the vehicle is calculated and applied to the vehicle so that the actual roll angle of the vehicle follows the target roll angle of the vehicle based on the steering angle of the steered wheels. Since the braking / driving force difference between the left and right wheels is controlled so that the yaw moment becomes the target yaw moment, the actual roll angle of the vehicle is determined based on the steering angle of the steering wheel by the yaw moment due to the braking / driving force difference between the left and right wheels. By following the target roll angle, it is possible to reduce the overshoot and vibration of the roll of the vehicle that are delayed with respect to the steering, and to reduce the possibility that the driver will feel uncomfortable or uneasy.

  Further, according to the configuration of the second aspect, the target roll angle of the vehicle is calculated as the roll angle of the vehicle corresponding to the target lateral acceleration of the vehicle based on the steering angle of the steered wheels, so that the actual roll angle of the vehicle is made to follow. The target roll angle as a target can be reliably calculated.

  According to the third aspect of the present invention, the target roll angle of the vehicle corresponding to the target lateral acceleration of the vehicle is calculated in consideration of the delay in the generation of the lateral acceleration of the vehicle with respect to the steering of the steering wheel. Compared with the case where the delay in the lateral acceleration of the vehicle is not taken into account, the target roll angle of the vehicle corresponding to the target lateral acceleration of the vehicle can be calculated appropriately.

  According to the configuration of claim 4, the difference in braking / driving force between the left and right wheels is controlled in consideration of the delay in the lateral acceleration of the vehicle with respect to the difference in braking / driving force between the left and right wheels. The braking / driving force difference between the left and right wheels can be appropriately controlled as compared with the case where the delay of the lateral acceleration generation of the vehicle with respect to applying the braking / driving force difference between the wheels is not taken into consideration.

[Preferred embodiment of problem solving means]
As shown in FIG. 3, the roll stiffness of the vehicle 100 is Kr, the sprung mass of the vehicle is Ms, the distance between the roll axis 102 of the vehicle and the center of gravity is Hs, and the roll angle of the vehicle is φ. 3, assuming that the roll moment per unit roll angular velocity on the spring by a shock absorber not shown in FIG. 3 is Cr and the gravitational acceleration is g, the roll moment when the vehicle 100 rolls around its roll axis 102 is shown. The sum ΣMx is expressed by Equation 1 below.

Further, assuming that the roll inertia moment of the vehicle 100 is Ir, the sum ΣL of the external force acting around the roll shaft 102 of the vehicle 100 is expressed by the following formula 2.

Since the roll moment sum ΣMx and the external force sum ΣL are equal to each other from the balance of forces acting around the roll shaft 102 of the vehicle 100, the following formula 3 is established from the above formulas 1 and 2.

The Laplace transform of Equation 3 above and solving for the vehicle roll angle φ yields the vehicle roll angle φ expressed by Equation 4 below.

However, Gr in the above equation 4 is a roll gain represented by the following equation 5.

  If the lateral acceleration of the vehicle by steering is Gys and the lateral acceleration of the vehicle by the braking / driving force difference yaw moment between the left and right wheels is Gym, the lateral acceleration Gy of the vehicle is the sum of Gis and Gym, so Gy = Gys + Gym. .

In order to eliminate overshoot and vibration of the vehicle roll, the vehicle roll angle GrGys corresponding to Gys is the vehicle's lateral acceleration due to steering, and the yaw moment due to the braking / driving force difference between the left and right wheels is given to the vehicle Thus, assuming that the roll angle of the vehicle follows the target roll angle, the target roll angle GrGys (S) of the vehicle is expressed by the following expression 6 from the above expression 4.

Further, when the above equation 6 is solved with respect to the lateral acceleration of the vehicle due to the braking / driving force difference yaw moment between the left and right wheels with respect to Gym (S), the lateral acceleration Gym (S) is expressed by the following equation 7.

The primary and secondary advance time constants of the lateral acceleration Gy of the vehicle are T1 and T2, respectively, the yaw damping ratio of the vehicle is ζ, the natural frequency of the vehicle is ωn, and the lateral acceleration gain with respect to the actual steering angle δ is Ggys. Then, the response of the vehicle lateral acceleration Gy to the steering (the actual steering angle δ of the front wheels) is known, and is expressed by the following equation (8).

The left and right wheel braking / driving force difference yaw moment is M, the vehicle speed is V, the cornering power of the front wheel (for one wheel) is Kcf, the cornering power of the rear wheel (for one wheel) is Kcr, and the yaw moment of inertia of the vehicle is Iy, Lf is the distance in the vehicle longitudinal direction between the center of gravity of the vehicle and the front axle, Lr is the distance in the vehicle longitudinal direction between the center of gravity of the vehicle and the rear axle, and γ is the yaw rate of the vehicle. As is well known, the following equation 9 is established from the balance of the lateral force of the vehicle, and the following equation 10 is established from the balance of the force in the yaw direction around the center of gravity of the vehicle.

The simultaneous equations of the above equations 9 and 10 are Laplace transformed, solved for the yaw rate γ and slip angle β, and further using the relationship of Gy = V (γ + dβ / dt), the lateral force with respect to the braking / driving force difference yaw moment M of the left and right wheels. The response of the lateral acceleration Gy of the vehicle to the braking / driving force difference yaw moment M between the left and right wheels is expressed by the following equation 11 where the acceleration gain is Ggym.

Substituting the above formulas 8 and 11 into the above formula 7 and solving for the braking / driving force difference yaw moment M (S) of the left and right wheels, the braking / driving force difference yaw moment M (S) of the left and right wheels can be calculated by the following formula 12. Represented

However, Gm in the above equation 12 is a moment gain represented by the following equation 13.

Therefore, according to one preferred aspect of the present invention, in the configuration of claims 1 to 4, the target yaw moment Mt (S) due to the braking / driving force difference between the left and right wheels according to the following equation 14 corresponding to the equation 12: (Preferred aspect 1).

  Next, the calculation procedure of the target braking / driving force of each wheel for achieving the target yaw moment Mt will be described.

The target braking / driving force of the left front wheel, right front wheel, left rear wheel, and right rear wheel is assumed to be Xti (i = fl, fr, rl, rr) with the driving side as positive, and the driver's required braking / driving force of the entire vehicle is F Assuming that the front and rear treads are Df and Dr, respectively, the following equations 15 and 16 are established.
Xtfl + Xtfr + Xtrl + Xtrr = F (15)
Df (Xtfr-Xtfl) + Dr (Xtrr-Xtrl) = 2Mt (16)

The braking / driving force distribution ratio of the front and rear wheels is j: (1-j) (where 0 ≦ j ≦ 1), and the yaw moment distribution ratio of the front and rear wheels is k: (1-k) (where 0 ≦ k ≦). 1), the following equations 17 and 18 hold.
(1-j) (Xtfl + Xtfr) -j (Xtrl + Xtrr) = 0 (17)
Df (1-k) (Xtfr-Xtfl) -Dr.k (Xtrr-Xtrl) = 0 (18)

When the above formulas 15 to 18 are put together into a determinant, the following formula 19 is established, and the target braking / driving force Xti of each wheel can be calculated from the formula 19.

ＡＸ＝Ｂ ……（２３） When each term of the formula 19 is replaced as the following formulas 20 to 22, the formula 19 becomes the following formula 23.

AX = B (23)

There is a general method for obtaining the inverse matrix A ⁻¹ as a method for obtaining the solution X of Equation 23. Since the solution X can be obtained relatively easily by subjecting the matrix A to LU decomposition, the LU decomposition method is used. adopt.

The matrix A can be decomposed into a unit lower triangular matrix L and a unit upper triangular matrix U expressed by the following equations 24 and 25.

Since the above equation 23 becomes the following equation 26, a vector C satisfying UX = C is set, and a vector C satisfying the following equation 27 is obtained.
A ・ X = LUX = B (26)
LC = B (27)

Assuming that the vector C to be obtained is C ^T = [C 0 C 1 C 2 C 3], the above equation 27 becomes the following equation 28:

  From the above equation 28, the elements C0 to C3 of the vector C are obtained as the following equations 29 to 32.

C0 = F (29)
C1 = 2M-DfC0
= 2M-DfF (30)
C2 =-(1-j) C0
=-(1-j) F (31)
C3 = -Df (1-k) C0- (1-k) C1-DrC2
= -Df (1-k) F- (1-k) (2M-DfF) + Dr (1-j) F
= -2M (1-k) + Dr (1-j) F (32)
The above equation UX = C becomes the following equation 33.

By solving the above equation 33 for X, the target braking / driving force Xti of each wheel can be calculated as in the following equations 34-37.

In general, the tread Df for the front wheels and the tread Dr for the rear wheels are substantially equal to each other, and Dr / Df≈1 and Dr−Df≈0. Therefore, the target braking / driving force Xti of each wheel is obtained from the above equations 34 to 37. It can be calculated as in the following equations 38-41.

  Therefore, according to another preferred aspect of the present invention, in the configuration of claims 1 to 4, the target braking / driving force Xti of each wheel is calculated according to the equations 34 to 37 (preferred mode). 2).

  According to another preferred aspect of the present invention, in the configuration of claims 1 to 4, the target braking / driving force Xti of each wheel is calculated according to the formulas 38 to 41 (preferred mode). 3).

  According to another preferred aspect of the present invention, in the configuration of claims 1 to 4, the required braking / driving force of the entire vehicle by the driver is calculated based on the driving operation amount and the braking operation amount of the driver. (Preferred aspect 4).

  According to another preferred aspect of the present invention, in the configuration of the above first to fourth aspects, the vehicle is configured to have independent electric motors for driving the corresponding wheels (preferred aspect 5).

  According to another preferred embodiment of the present invention, in the configuration of the preferred embodiment 5, the electric motor is configured to perform regenerative braking (preferred embodiment 6).

  The present invention will now be described in detail with reference to a few preferred embodiments with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing one embodiment of a vehicle motion control apparatus according to the present invention applied to a wheel-in-motor four-wheel drive vehicle.

  In FIG. 1, 10FL and 10FR respectively indicate left and right front wheels, and 10RL and 10RR respectively indicate left and right rear wheels. Motor generators 12FL and 12FR, which are wheel-in motors, are incorporated in the left and right front wheels 10FL and 10FR, respectively. The left and right front wheels 10FL and 10FR are driven by the motor generators 12FL and 12FR, and the motor generators 12FL and 12FR are It is controlled by the electronic controller 14 for driving force control. The motor generators 12FL and 12FR also function as left and right front wheel generators, respectively, and the function as a regenerative generator (regenerative drive) is also controlled by the driving force control electronic control unit 14.

  Similarly, motor generators 12RL and 12RR, which are wheel-in motors, are incorporated in the left and right rear wheels 10RL and 10RR, respectively. The left and right front wheels 10RL and 10RR are driven by the motor generators 12RL and 12RR, and the motor generator 12RL and 12RR are also controlled by the electronic controller 14 for driving force control. The motor generators 12RL and 12RR also function as left and right rear wheel generators, respectively, and the function as a regenerative generator is also controlled by the driving force control electronic control unit 14.

  Although not shown in detail in FIG. 1, the electronic controller 14 for controlling the driving force includes a microcomputer and a driving circuit. The microcomputer includes, for example, a central processing unit (CPU), a read only memory (ROM), and the like. It may have a general configuration including a random access memory (RAM) and an input / output port device, which are connected to each other by a bidirectional common bus. Further, during normal running, electric power charged in a battery not shown in FIG. 1 is supplied to the motor generators 12FL to 12RR through the drive circuit, and during deceleration braking of the vehicle, regenerative braking by the motor generators 12FL to 12RR is performed. The generated power is charged to the battery via the drive circuit.

  The friction braking force of the left and right front wheels 10FL, 10FR and the left and right rear wheels 10RL, 10RR is also controlled by controlling the braking pressures of the corresponding wheel cylinders 20FL, 20FR, 20RL, 20RR by the hydraulic circuit 18 of the friction braking device 16. Is done. Although not shown in the drawing, the hydraulic circuit 18 includes a reservoir, an oil pump, various valve devices, and the like, and the braking pressure of each wheel cylinder is the pressure of the master cylinder 24 that is driven in response to depression of the brake pedal 22. Accordingly, the oil pump and various valve devices are controlled by being controlled by the braking force control electronic control device 26.

  Although not shown in detail in FIG. 1, the braking force control electronic control unit 26 also includes a microcomputer and a drive circuit. The microcomputer includes, for example, a central processing unit (CPU), a read-only memory (ROM), and the like. It may have a general configuration including a random access memory (RAM) and an input / output port device, which are connected to each other by a bidirectional common bus.

  The driving force control electronic control device 14 is supplied with a signal indicating the accelerator opening φ as an accelerator pedal depression amount not shown in the figure operated by the driver from the accelerator opening sensor 28, and steering. A signal indicating the steering angle θ is input from the angle sensor 30. The steering angle sensor 30 detects the steering angle θ with the left turning direction of the vehicle as positive.

  The braking force control electronic control unit 26 has a signal indicating the master cylinder pressure Pm from the pressure sensor 36, and a corresponding wheel braking pressure (wheel cylinder pressure) Pi (i = fl, fr, rl,) from the pressure sensors 38FL to 38RR. rr) is input. The driving force control electronic control device 14 and the braking force control electronic control device 26 exchange signals with each other as necessary.

  The electronic control unit 14 for driving force control calculates the actual steering angle δ of the left and right front wheels based on the steering angle θ, and based on the actual steering angle δ, the target yaw moment Mt ( S) is calculated. The driving force control electronic control unit 14 calculates the required braking / driving force F (the driving direction is positive) of the entire vehicle by the driver based on the accelerator opening φ and the master cylinder pressure Pm, and the target yaw moment Mt and Based on the required braking / driving force F, the target braking / driving force Xi (i = fl, fr, rl, rr) of each wheel is calculated according to the above formulas 38 to 41, and the motor generators 12FL to 12RR are calculated based on the target braking / driving force Xi. The target driving current Iti (i = fl, fr, rl, rr) is calculated, and the braking / driving force of each wheel is controlled by controlling the driving current supplied to each motor generator 12FL-12RR based on the target driving current Iti. The braking / driving force of each wheel is controlled to achieve the target braking / driving force Xi.

  In this case, when the target braking / driving force Xi of any wheel is a negative value larger than the maximum regenerative braking force of the wheel, the driving force control electronic control unit 14 determines that the braking / driving force of the wheel is the target braking / driving force. When regenerative braking is performed by the motor generators 12FL to 12RR so that the force becomes Xi, and the target braking / driving force Xi of any wheel is a negative value smaller than the maximum regenerative braking force of the wheel, the regenerative braking force of the wheel The motor generators 12FL to 12RR are controlled so that becomes the maximum regenerative braking force, and a signal indicating the target frictional braking force corresponding to the target braking / driving force Xi−maximum regenerative braking force is output to the braking force control electronic control unit 26. . When a signal indicating the target friction braking force is input, the braking force control electronic control unit 26 calculates a target braking pressure Pti (i = fl, fr, rl, rr) of the wheel based on the target friction braking force. The friction braking device 16 is controlled so that the braking pressure of the wheel becomes the target braking pressure Pti.

  Next, a vehicle motion control routine in the illustrated embodiment will be described with reference to the flowchart shown in FIG. The control according to the flowchart shown in FIG. 2 is started when an ignition switch (not shown) is closed, and is repeatedly executed every predetermined time until the ignition switch is opened. In the following description, i is fl, fr, rl, and rr indicating the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, respectively.

  First, in step 10, a signal indicating the accelerator opening φ detected by the accelerator opening sensor 28 is read, and in step 20, the steering gear ratio is set to N, and the actual left and right front wheels are calculated by θ / N. The steering angle δ is calculated, and in step 30, the target yaw moment Mt according to the braking / driving force difference between the left and right wheels is calculated according to the above equation 14.

  In step 40, the required braking / driving force F of the entire vehicle is calculated based on the accelerator opening φ and the master cylinder pressure Pm by a map or function not shown in the figure. 41, the target braking / driving force Xi of each wheel is calculated, and in step 60, the motor generators 12FL to 12RR or the friction braking device 16 are controlled so that the braking / driving force of each wheel becomes the target braking / driving force Xi. .

  Thus, according to the illustrated embodiment, in step 20, the actual steering angle δ of the left and right front wheels is calculated, and in step 30, the target yaw moment Mt due to the braking / driving force difference between the left and right wheels is calculated. Then, the required braking / driving force F of the entire vehicle by the driver is calculated based on the accelerator opening φ and the master cylinder pressure Pm. In step 50, the target braking / driving of each wheel is calculated based on the target yaw moment Mt and the required braking / driving force F. The force Xi is calculated, and in step 60, the motor generators 12FL to 12RR or the friction braking device 16 are controlled so that the braking / driving force of each wheel becomes the target braking / driving force Xi.

  As described above, the target yaw moment Mt due to the difference in braking / driving force between the left and right wheels calculated according to the above equation 14 is given to the vehicle so that the actual roll angle of the vehicle follows the target roll angle of the vehicle based on the steering angle of the steering wheel. The vehicle target roll angle represented by the above formula 6 is the target yaw moment to be generated, and the vehicle roll angle corresponding to the vehicle target lateral acceleration based on the steering angle of the steering wheel is the vehicle roll angle. The target braking / driving force Xi of each wheel is calculated in consideration of the delay in the lateral acceleration generation of the vehicle with respect to applying a braking / driving force difference between the left and right wheels.

  Therefore, according to the illustrated embodiment, the actual roll angle of the vehicle is made to follow the target roll angle of the vehicle based on the steering angle of the steered wheels by the yaw moment due to the braking / driving force difference between the left and right wheels, thereby delaying the steering. The overshoot and vibration of the generated vehicle roll can be reduced, and the possibility that the driver may feel uncomfortable or uneasy can be reduced.

  In particular, according to the illustrated embodiment, the target braking / driving force Xti of each wheel is calculated according to the above formulas 38 to 41, so that the target braking / driving force Xti of each wheel is calculated according to the above equations 34 to 37. Thus, the target braking / driving force of each wheel can be calculated efficiently.

  In the above-described embodiment, all braking / driving forces of the left and right front wheels and left and right rear wheels are controlled. For example, the braking / driving force of only the left and right front wheels or the braking / driving force of only the left and right rear wheels is used. The target yaw moment Mt is reliably achieved without increasing the braking / driving force difference between the left and right front wheels and the braking / driving force difference between the left and right rear wheels as compared to the case where the yaw moment is generated due to the braking / driving force difference. Can do.

  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 are possible within the scope of the present invention. It will be apparent to those skilled in the art.

  For example, in the above-described embodiment, the target braking / driving force Xti of each wheel is calculated according to the above equations 38 to 41. However, the front wheel tread Df and the rear wheel tread Dr are different from each other. In this case, the target braking / driving force Xti of each wheel may be calculated according to the above equations 34 to 37.

  In the above-described embodiment, all of the wheels 10FL to 10RR are driven by motor generators 12FL to 12RR. For example, the left and right rear wheels are driven by the internal combustion engine, and the left and right front wheels are driven. Each of them may be modified so as to be controlled and driven by the motor generator, or the left and right front wheels may be driven by the internal combustion engine, and the left and right rear wheels may be corrected and controlled by the motor generator.

  In the above-described embodiment, the wheels 10FL to 10RR are directly controlled and driven by the motor generators 12FL to 12RR, respectively, but the wheels 10FL to 10RR are respectively connected via a reduction mechanism such as a gear reduction mechanism. The motor generators 12FL to 12RR may be controlled and driven.

  In the above-described embodiments, the motor generator is a wheel-in motor incorporated in each wheel, but the motor generator may be a motor generator supported on the vehicle body as long as it can drive each wheel. The motor generator in the above embodiment is a motor generator that performs regenerative braking when the vehicle is braked, but the motor generator may be an electric motor that does not perform regenerative braking.

It is a schematic block diagram which shows one Example of the motion control apparatus of the vehicle by this invention applied to the wheel-in-motor type four-wheel drive vehicle. It is a flowchart which shows the movement control routine of the vehicle in an Example. It is explanatory drawing which shows the force which acts around a roll axis | shaft when a vehicle turns and rolls.

Explanation of symbols

12FL to 12RR motor generator 14 electronic control device for driving force control 16 friction braking device 22 brake pedal 26 electronic control device for braking force control 28 accelerator opening sensor 30 steering angle sensor 32, 34FL to 34RR pressure sensor

Claims (4)

  The target yaw to be given to the vehicle in order to make the vehicle's actual roll angle follow the target roll angle of the vehicle based on the steering angle of the steering wheel, using a vehicle motion control device capable of giving a braking / driving force difference between the left and right wheels. A vehicle motion control device that calculates a moment and controls a braking / driving force difference between left and right wheels so that a yaw moment applied to the vehicle becomes the target yaw moment.   2. The vehicle motion control device according to claim 1, wherein the vehicle target roll angle is calculated as the vehicle roll angle corresponding to the target lateral acceleration of the vehicle based on the steering angle of the steered wheels.   3. The vehicle motion control apparatus according to claim 2, wherein a target roll angle of the vehicle corresponding to the target lateral acceleration of the vehicle is calculated in consideration of a delay in generation of the lateral acceleration of the vehicle with respect to steering of the steered wheels. 4. The vehicle according to claim 1, wherein the difference in braking / driving force between the left and right wheels is controlled in consideration of a delay in the lateral acceleration of the vehicle with respect to the difference in braking / driving force between the left and right wheels. 5. Motion control device.

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