JP2008168755A - Vehicle yaw moment control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control an operation of a yaw moment generating device by operating a sub operating member provided on a main operating member for controlling a motion state of a vehicle, and to generate an appropriate yaw moment in the yaw moment generating device.
When a driver operates grips 9L and 9R provided on a steering wheel 7, a yaw moment generator changes a yaw moment of the vehicle in accordance with the operation. At this time, as the steering angle of the steering wheel 7 increases, the amount of change in the yaw moment due to the operation of the grips 9L and 9R is increased, so the amount of change in the yaw moment is reduced at a small steering angle where the driver does not intend to turn. In addition, an undesirable operation change of the vehicle behavior due to an erroneous operation of the grips 9L and 9R is suppressed, and an operation in which the driver operates the steering wheel 7 by increasing the amount of change in the yaw moment at a large steering angle at which the driver wants to make a sudden turn. The burden can be reduced.
[Selection] Figure 3

Description

  The present invention relates to a main operation member that is operated by a driver to control the motion state of the vehicle, a sub operation member that is provided on the main operation member and is operated by the driver, and a yaw moment that generates a yaw moment in the vehicle. The present invention relates to a yaw moment control device for a vehicle including a generator and a control unit that controls a yaw moment generated by the yaw moment generator in response to an operation of the sub operation member.

  A pedal operated by the driver's feet is pivotally supported in the middle so that it can swing back and forth, and functions as an accelerator pedal when swinging forward from the neutral position, and brake pedal when swinging backward from the neutral position As described in Patent Document 1, a pair of switches are arranged on both the left and right sides of the pedal, and these switches are used for up / down down commands and left / right turn signal lighting commands. is there.

  In addition, it is possible to switch between the state where the brakes on the left and right rear wheels are operated independently by the left and right brake pedals, and the state where the brakes on the turning inner wheel side are automatically operated when the steering angle exceeds a predetermined value. This is known from Patent Document 2 below.

When the traveling speed is less than the predetermined value, the left and right rear wheel brakes are independently operated by the left and right brake pedals. When the traveling speed is the predetermined value or more, both the left and right rear brake pedals Patent Document 3 listed below discloses that the brakes are simultaneously operated.
JP 2004-352228 A Japanese Patent No. 3090858 Japanese Patent Laid-Open No. 9-193759

  By the way, the driver controls the braking force of the left and right wheels individually by operating the operation member with hands and feet and outputting a command signal to generate a yaw moment that assists turning and a yaw moment that suppresses turning. However, if the yaw moment command value is output regardless of the steering wheel steering angle, the lateral acceleration, yaw rate, yaw moment, side slip angle, etc. There is a possibility that the vehicle will behave inappropriately by generating a yaw moment, or that the intention of the driver will not be reflected in the behavior of the vehicle because the yaw moment generator does not generate a sufficient yaw moment.

  The present invention has been made in view of the above circumstances, and controls the operation of a yaw moment generator by operating a sub operation member provided on a main operation member for controlling the motion state of a vehicle. The purpose is to generate an appropriate yaw moment.

  In order to achieve the above object, according to the first aspect of the present invention, a main operation member that is operated by a driver to control the motion state of the vehicle, and is provided on the main operation member and operated by the driver. And a control means for controlling a yaw moment generated by the yaw moment generating device in response to an operation of the sub operating member. A yaw moment control device comprising a steering angle sensor for detecting a steering angle of a vehicle, wherein the control means changes a yaw moment with respect to an operation amount of the sub operation member in accordance with a steering angle detected by the steering angle sensor. A yaw moment control device for a vehicle characterized by changing the amount is proposed.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, the control means increases the amount of change in the yaw moment according to an increase in the steering angle. A yaw moment control device is proposed.

  According to the invention described in claim 3, a main operation member that is operated by the driver to control the motion state of the vehicle, a sub operation member that is provided on the main operation member and is operated by the driver, A yaw moment control device for a vehicle, comprising: a yaw moment generator for generating a yaw moment in a vehicle; and a control means for controlling a yaw moment generated by the yaw moment generator in response to an operation of the sub operation member. A lateral momentum sensor for detecting at least one of a lateral acceleration, a yaw rate, a yaw moment, and a side slip angle of the vehicle, and the control means performs the sub operation according to the lateral momentum detected by the lateral momentum sensor. A yaw moment control device for a vehicle is proposed in which a change amount of a yaw moment with respect to an operation amount of a member is changed.

  According to a fourth aspect of the present invention, in addition to the configuration of the third aspect, the control means reduces the amount of change in the yaw moment in accordance with an increase in the lateral momentum. A yaw moment control device is proposed.

  The brake pedal 1, the steering wheel 7 and the accelerator pedal 18 of the embodiment correspond to the main operation member of the present invention, and the grips 9L and 9R, the stepped portion 15 and the stepped portion 23 of the embodiment are the same as those of the present invention. Corresponding to the sub operation member, the hydraulic control device 4 of the embodiment corresponds to the yaw moment generator of the present invention, the lateral acceleration sensor Sc of the embodiment corresponds to the lateral momentum sensor of the present invention, and The electronic control unit U corresponds to the control means of the present invention.

  According to the configuration of claim 1, when the driver operates the sub operation member provided on the main operation member, the yaw moment generating device changes the yaw moment of the vehicle according to the operation of the sub operation member. Simultaneously with controlling the motion state of the vehicle by operating the member, the turning of the vehicle can be assisted or suppressed by operating the sub-operation member. At this time, since the change amount of the yaw moment with respect to the operation amount of the sub operation member is changed according to the steering angle of the vehicle, the change amount of the yaw moment is appropriately set according to the magnitude of the driver's turning intention determined by the steering angle. The size can be controlled.

  According to the second aspect of the present invention, since the amount of change in the yaw moment is increased as the steering angle increases, the amount of change in the yaw moment is reduced and reduced when the steering angle is small when the driver does not intend to turn. Suppresses undesired changes in vehicle behavior due to incorrect operation of operating members, and reduces the operational burden of the driver operating the main operating member by increasing the amount of change in yaw moment when the driver wants to make a sudden turn can do.

  According to the invention described in claim 3, when the driver operates the sub operation member provided on the main operation member, the yaw moment generating device changes the yaw moment of the vehicle in accordance with the operation of the sub operation member. Therefore, at the same time when the main operation member is operated to control the motion state of the vehicle, the sub operation member can be operated to assist or suppress the turning of the vehicle. At this time, the amount of change in the yaw moment relative to the operation amount of the sub-operation member is changed according to the lateral momentum such as the lateral acceleration, yaw rate, yaw moment, and sideslip angle of the vehicle. Accordingly, the amount of change in yaw moment can be controlled to an appropriate magnitude.

  According to the fourth aspect of the present invention, the change amount of the yaw moment is decreased in accordance with the increase of the lateral momentum. Therefore, when the abrupt lateral motion is occurring, the change amount of the yaw moment is reduced to reduce the sub operation member. In addition to suppressing an undesirable change in vehicle behavior due to an erroneous operation of the vehicle, a large lateral momentum can be generated according to the driver's intention when sufficient lateral momentum is not generated by automatic control.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  1 to 5 show an embodiment of the present invention. FIG. 1 is a diagram showing the overall configuration of a vehicle equipped with a yaw moment control device. FIG. 2 is a block diagram showing the configuration of a yaw moment control device. 3 is a perspective view of a steering wheel, FIG. 4 is a block diagram of a control system, and FIG. 5 is a diagram showing a map for searching for first and second correction coefficients.

  As shown in FIGS. 1 and 2, the four-wheel vehicle equipped with the yaw moment control device of the present embodiment has left and right front wheels WFL as drive wheels to which the driving force of engine E is transmitted via transmission T. WFR and left and right rear wheels WRL and WRR as driven wheels that rotate as the vehicle travels are provided. A brake pedal 1 operated by a driver is connected to a master cylinder 3 via an electronically controlled negative pressure booster 2. The electronically controlled negative pressure booster 2 mechanically boosts the depressing force of the brake pedal 1 to operate the master cylinder 3, and at the time of automatic braking, the braking command signal from the electronic control unit U is not used regardless of the operation of the brake pedal 1. Thus, the master cylinder 3 is operated. The input rod of the electronically controlled negative pressure booster 2 is connected to the brake pedal 1 through a lost motion mechanism, and the electronically controlled negative pressure booster 2 is actuated by a signal from the electronic control unit U so that the input rod is moved forward. The brake pedal 1 remains in the initial position even when moved to.

  A pair of output ports 3a, 3b of the master cylinder 3 are connected to brake calipers 5FL, 5FR provided on the front wheels WFL, WFR and the rear wheels WRL, WRR, respectively, via a hydraulic control device 4 as a yaw moment generator of the present invention. , 5RL, 5RR. The hydraulic control device 4 includes four pressure correctors 6 corresponding to the four brake calipers 5FL, 5FR, 5RL, 5RR, and each pressure corrector 6 is connected to the electronic control unit U. The operation of brake calipers 5FL, 5FR, 5RL, 5RR provided on the front wheels WFL, WFR and the rear wheels WRL, WRR is individually controlled.

  Therefore, if the brake hydraulic pressure transmitted to the brake calipers 5FL, 5FR, 5RL, 5RR of the wheels WFL, WFR, WRL, WRR is independently controlled by the pressure corrector 6 ..., the yaw moment of the vehicle is arbitrarily controlled. It is possible to assist or suppress turning, and to perform antilock brake control that suppresses locking of the wheels WFL, WFR, WRL, and WRR during braking.

  As shown in FIGS. 1 and 3, the steering wheel 7 includes an annular steering wheel main body 8, and two places that the driver grips with the left and right hands are constituted by separate grips 9 </ b> L and 9 </ b> R. Each of the grips 9L and 9R can rotate around the rotation axes 10 and 10 extending in the tangential direction, and the rotation angle is detected by the grip rotation angle sensors SaL and SaR. The grips 9L and 9R are urged toward the neutral position by a return spring (not shown).

  As shown in FIGS. 1 and 4, the electronic control unit U includes a left yaw moment command value calculating means M1L, a right yaw moment command value calculating means M1R, an adding means M2, a correction coefficient calculating means M3, and a multiplying means. M4 and actuator control means M5 are provided. Left and right grip rotation angle sensors SaL and SaR are connected to the left yaw moment command value calculation means M1L and the right yaw moment command value calculation means M1R, respectively, and the steering angle of the steering wheel 7 is detected by the correction coefficient calculation means M3. The steering angle sensor Sb for detecting the vehicle and the lateral acceleration sensor Sc for detecting the lateral acceleration of the vehicle are connected, and the actuator control means M5 is connected to the pressure correctors 6 of the hydraulic control device 4.

  Next, the operation of the first embodiment of the present invention having the above configuration will be described.

  When the driver rotates the steering wheel 7 left and right, the front wheels WFL and WFR are steered left and right and the vehicle turns. When the driver normally rotates the left grip 9L provided at a position where the steering wheel body 8 is gripped with the left hand, the rotation angle of the left grip 9L detected by the left grip rotation angle sensor SaL is the left yaw moment of the electronic control unit U. It is input to the command value calculation means M1L. The left yaw moment command value calculation means M1L calculates a command value of the left yaw moment according to the rotation angle of the left grip 9L. Further, when the driver rotates the right grip 9R provided at a position where the driver normally holds the steering wheel body 8 with the right hand, the rotation angle of the right grip 9R detected by the right grip rotation angle sensor SaR is the right yaw of the electronic control unit U. It is input to the moment command value calculation means M1R. The right yaw moment command value calculation means M1R calculates a command value for the right yaw moment according to the rotation angle of the right grip 9R.

  The command values for the left and right yaw moments calculated by the left and right yaw moment command value calculating means M1L and M1R are added by the adding means M2. Normally, only one of the left and right grips 9L and 9R is operated. When the left and right grips 9L and 9R are operated simultaneously, the left yaw moment command value calculating means M1L calculates the command value of the left yaw moment. And the command value of the right yaw moment calculated by the right yaw moment command value calculation means M1R are added to cancel each other, and the command value of the difference yaw moment is output from the addition means M2.

  On the other hand, the correction coefficient calculation means M3 to which the steering angle detected by the steering angle sensor Sb is input calculates the first correction coefficient K1 based on the map of FIG. 5A using the steering angle as a parameter. The first correction coefficient K1 takes a minimum value less than 1 when the steering angle is 0, and increases from the minimum value toward 1 when the steering angle increases from 0 to the left and right. Further, the correction coefficient calculation means M3 to which the lateral acceleration detected by the lateral acceleration sensor Sc is input calculates the second correction coefficient K2 based on the map of FIG. 5B using the lateral acceleration as a parameter. The second correction coefficient K2 takes a value of 1 when the lateral acceleration is 0, and decreases from 1 when the lateral acceleration increases from 0 to the left and right.

  The multiplication means M4 multiplies the yaw moment command value output from the adding means M2 and the first and second correction coefficients K1 and K2 to calculate the final command value, and the actuator control means based on the command value. M5 activates the pressure compensators 6 of the hydraulic control device 4 to automatically and individually control the braking forces of the left and right wheels, thereby generating a yaw moment corresponding to the final command value.

  For example, when the driver who has determined that the vehicle is understeering during a right turn rotates the right grip 9R, a braking force is applied only to the right wheel that is the turning inner wheel, and a yaw moment that turns the vehicle to the right is generated. This yaw moment can eliminate an understeer tendency. Conversely, when the driver who has determined that the vehicle is oversteering during a right turn rotates the left grip 9L, a braking force is applied only to the left wheel, which is the outer turning wheel, and a yaw moment that turns the vehicle to the left is generated. The oversteer tendency can be eliminated by this yaw moment.

  The yaw moment can be controlled by operating the left and right grips 9L and 9R in the same way even when turning left or traveling straight. The magnitude of the yaw moment generated at this time can be adjusted according to the rotation angle of the grip 9.

  As described above, the yaw moment of any direction and any magnitude can be generated only by rotating the left and right grips 9L, 9R that allow part of the steering wheel body 8 to rotate. The left and right grips 9L and 9R can be rotated while turning the vehicle by operating to assist or suppress the turning. At this time, since the left and right grips 9L and 9R can be operated by the driver's hand attached to the steering wheel body 8, the operation burden on the driver is reduced.

  Since the first correction coefficient K1 increases the amount of change in the yaw moment as the steering angle increases, the amount of change in the yaw moment is reduced and the left and right grips are reduced at small steering angles when the driver does not intend to turn. While suppressing undesirable changes in vehicle behavior due to erroneous operation of 9L and 9R, and at a large steering angle at which the driver wants to make a sudden turn, the amount of change in yaw moment is increased and the operation burden for the driver to operate the steering wheel 7 is increased. Can be reduced.

  Further, since the change amount of the yaw moment is decreased according to the increase of the lateral acceleration by the second correction coefficient K2, when the abrupt lateral acceleration is generated, the change amount of the yaw moment is reduced and the left and right grips 9L, 9L, In addition to suppressing undesirable changes in vehicle behavior due to 9R misoperation, and automatic control by the left / right distribution device for driving force and the left / right distribution device for braking force does not generate sufficient lateral acceleration, Moments can be generated.

  FIG. 6A shows a second embodiment of the first correction coefficient K1. In the second embodiment, in the region where the absolute value of the steering angle is less than the threshold value, the first correction coefficient K1 is uniformly 0, and the yaw moment commanded by the left and right grips 9L, 9R does not occur. In a region where the absolute value of the steering angle is equal to or greater than the threshold value, the first correction coefficient K1 increases instantaneously or gradually from 0 to 1, and finally the total amount of yaw moment commanded by the left and right grips 9L and 9R is generated. .

  FIG. 6B shows a second embodiment of the second correction coefficient K2. In the second embodiment, in the region where the absolute value of the lateral acceleration is less than the threshold value, the first correction coefficient K1 is uniformly 1, and the entire amount of yaw moment commanded by the left and right grips 9L and 9R is generated. In a region where the absolute value of the lateral acceleration is equal to or greater than the threshold value, the first correction coefficient K1 decreases instantaneously or gradually from 1 to 0, and the yaw moment commanded by the left and right grips 9L and 9R is finally generated accordingly. No longer.

  7 and 8 show a third embodiment of the present invention. FIG. 7 is an exploded perspective view of the brake pedal, and FIG. 8 is a view taken in the direction 8A and 8B in FIG.

  In the first and second embodiments, the driver's intention to increase / decrease the yaw moment is input to the electronic control unit U by the left and right grips 9L, 9R provided on the steering wheel 7, but the third embodiment In the embodiment, a brake pedal 1 is used instead of the grips 9L and 9R.

  The brake pedal 1 is provided with a pedal arm 13 pivotally supported at its upper end via a pin 12 arranged in the left-right direction on a bracket 11 fixed to the vehicle body, and the surface of the pedal body 14 provided at the lower end of the pedal arm 13 (driving) The stepped portion 15 that is stepped on by the driver's foot F is pivotally supported on the surface facing the driver via a pin 16 extending in the vertical direction. The stepped portion 15 is urged so as to be parallel to the pedal body 14 by a pair of return springs 17, 17 arranged between the pedal body 14. At the lower end of the pedal body 14, a stepped portion swing angle sensor Sd connected to a pin 16 swinging integrally with the stepped portion 15 is provided. The swing angle of the part 15 is detected.

  When the brake pedal 1 is depressed while the vehicle is running, the wheel is braked by the brake hydraulic pressure generated by the master cylinder 3. At that time, the foot 15 of the brake pedal 1 is moved around the pin 16 by the driver's foot F. When it is swung left and right, the electronic control unit U separately applies the braking force of the left and right wheels via the hydraulic control device 4 based on the swing angle of the stepped portion 15 detected by the stepped swing angle sensor Sd. Control.

  For example, when a pedal force is applied to the right side of the stepped portion 15 when the brake pedal 1 is depressed, the brake hydraulic pressure generated by the master cylinder 3 and transmitted to the right wheel is increased by the hydraulic control device 4. In addition, the brake hydraulic pressure transmitted to the left wheel is reduced by the hydraulic pressure control device 4, so that a yaw moment in the right turn direction can be generated. On the contrary, when a pedal force is applied to the left side of the stepped portion 15 when the brake pedal 1 is depressed, the brake hydraulic pressure transmitted to the left wheel of the brake hydraulic pressure generated by the master cylinder 3 is increased by the hydraulic control device 4. In addition, the brake hydraulic pressure transmitted to the right wheel is reduced by the hydraulic control device 4, so that a yaw moment in the left turn direction can be generated.

  Therefore, a yaw moment having an arbitrary direction and an arbitrary magnitude can be generated during braking by depressing the brake pedal 1, and a braking force control and a yaw moment control can be simultaneously performed using only the right foot. The operation burden on the driver is reduced.

  9 and 10 show a fourth embodiment of the present invention. FIG. 9 is an exploded perspective view of the accelerator pedal, and FIG. 10 is a view taken in the direction of arrows 10A and 10B in FIG.

  In the first and second embodiments, the driver's intention to increase / decrease the yaw moment is input to the electronic control unit U by the left and right grips 9L, 9R provided on the steering wheel 7, but the fourth embodiment In the embodiment, an accelerator pedal 18 is used instead of the grips 9L and 9R.

  The accelerator pedal 18 includes a pedal arm 21 pivotally supported at its upper end via a pin 20 disposed in the left-right direction on a bracket 19 fixed to the vehicle body, and the surface of the pedal body 22 provided on the lower end of the pedal arm 21 (driving) The stepped portion 23 to be stepped on by the driver's foot F is pivotally supported on the surface facing the driver via a pin 24 extending in the vertical direction. The stepped portion 23 is urged so as to be parallel to the pedal body 22 by a pair of return springs 25, 25 arranged between the pedal body 22. At the lower end of the pedal body 22, a stepped portion swing angle sensor Se connected to a pin 24 swinging integrally with the stepped portion 23 is provided. The swing angle of the unit 23 is detected.

  When the driver puts his / her foot on the accelerator pedal 18, the tip of the toe often tilts to the right side. Therefore, by placing the upper portion of the pin 24 serving as the swing axis of the stepped portion 23 tilted to the right side, The operability of the unit 23 can be improved.

  When the accelerator pedal 18 is operated while the vehicle is running, the vehicle is accelerated or decelerated. At this time, if the stepped portion 23 of the accelerator pedal 18 is swung left and right around the pin 24 by the driver's foot F, The electronic control unit U separately controls the braking force of the left and right wheels via the electronically controlled negative pressure booster 2 and the hydraulic control device 4 based on the swing angle of the stepped portion 23 detected by the head swing angle sensor Se. To do.

  For example, when a pedal force is applied to the right side of the stepped portion 23 when the accelerator pedal 18 is depressed, the brake hydraulic pressure transmitted to the right wheel among the brake hydraulic pressure generated by the master cylinder 3 by the operation of the electronically controlled negative pressure booster 2. Is increased by the hydraulic control device 4, and the brake hydraulic pressure transmitted to the left wheel is reduced by the hydraulic control device 4, so that a yaw moment in the right turn direction can be generated. On the contrary, when a pedal force is applied to the left side of the stepped portion 23 when the accelerator pedal 18 is depressed, the brake hydraulic pressure transmitted to the left wheel among the brake hydraulic pressures generated by the master cylinder 3 is increased by the hydraulic control device 4. In addition, the brake hydraulic pressure transmitted to the right wheel is reduced by the hydraulic control device 4, so that a yaw moment in the left turn direction can be generated.

  Therefore, a yaw moment of any direction and any magnitude can be generated during acceleration, constant speed running, or deceleration with the foot on the accelerator pedal 18, and only with the right foot. Since the deceleration and the yaw moment can be controlled simultaneously, the operation burden on the driver is reduced.

  In the third and fourth embodiments described above, the yaw moment command value calculated based on the swing angle of the brake pedal 1 or the accelerator pedal 18 detected by the stepped portion swing angle sensors Sd, Se is used for steering. The correction based on the angular and lateral acceleration is the same as in the first and second embodiments.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, in the embodiment, the hydraulic control device 4 (braking force left / right distribution device) that can arbitrarily distribute the braking force to the left and right wheels is exemplified as the yaw moment generation device of the present invention. Driving power left / right distribution device that can arbitrarily distribute engine driving force to left and right wheels, normal steering device that steers only front wheels, four wheel steering device that can steer rear wheels in addition to front wheels, A damping force variable device capable of individually controlling the hardness of the suspension damper can be employed.

  When a normal steering device is employed as the yaw moment generator, the grips 9L and 9R are superposed by steering the front wheels by operating the steering wheel 7 and the front wheels by operating the left and right grips 9L and 9R. The yaw moment can be increased or decreased by the amount of operation. Further, if the stepped portion 15 of the brake pedal 1 or the stepped portion 23 of the accelerator pedal 18 is operated, the steering amount of the front wheel can be increased or decreased by that amount to generate an arbitrary yaw moment.

  When a four-wheel steering device is employed as the yaw moment generating device, the rear wheels are controlled according to the amount of operation of the grips 9L and 9R of the steering wheel 7, the stepped portion 15 of the brake pedal 1, or the stepped portion 23 of the accelerator pedal 18. Is steered and a yaw moment corresponding to the steering amount can be generated.

  When a damping force variable device that can individually control the hardness of the damper is used as the yaw moment generator, turning by centrifugal force is achieved by hardening the damper on the turning outer ring side and softening the damper on the turning inner ring side. It is possible to generate a yaw moment that assists turning by suppressing the body from falling outward in the direction.

  Further, the grips 9L and 9R of the steering wheel 7, the stepped portion 15 of the brake pedal 1, or the stepped portion 23 of the accelerator pedal 18 may rotate or swing steplessly (continuously). It may be one that rotates or swings.

  Further, the embodiment includes one of the grips 9L and 9R of the steering wheel 7, the stepped portion 15 of the brake pedal 1, and the stepped portion 23 of the accelerator pedal 18, but the present invention includes two or more of them. But it ’s okay.

  The steering wheel 7 according to the first and second embodiments includes left and right grips 9L and 9R. A single grip that is operated with the right hand or the left hand is provided, and the grip is moved forward and backward from the neutral position. The generation of the right yaw moment and the left yaw moment may be commanded by rotating in the direction.

  Further, if the grips 9L and 9R are made of a flexible material so that the steering wheel body 8 maintains a circular shape even when the grips 9L and 9R are rotated, the operability is further improved.

  In the embodiment, the lateral acceleration is exemplified as the lateral momentum of the vehicle, but the lateral momentum yaw rate, yaw moment, or side slip amount of the vehicle may be used.

The figure which shows the whole structure of the vehicle carrying the yaw moment control apparatus which concerns on 1st Embodiment. Block diagram showing the configuration of the yaw moment control device Steering wheel perspective view Block diagram of control system The figure which shows the map which searches the 1st, 2nd correction coefficient The figure which shows the map which searches the 1st, 2nd correction coefficient which concerns on 2nd Embodiment The disassembled perspective view of the brake pedal which concerns on 3rd Embodiment 8A and 8B direction arrow views of FIG. The exploded perspective view of the accelerator pedal which concerns on 4th Embodiment FIG. 9A and 10B direction arrow views

Explanation of symbols

1 Brake pedal (main operating member)
4 Hydraulic control device (yaw moment generator)
7 Steering wheel (main operating member)
9L Left grip (sub operation member)
9R Right grip (sub operation member)
15 Tread (sub operation member)
18 Accelerator pedal (main control member)
22 Pedal body 23 Depressed part (sub operation member)
Sb Steering angle sensor Sc Lateral acceleration sensor (lateral momentum sensor)
U Electronic control unit (control means)

Claims (4)

A main operating member (1, 7, 18) which is operated by the driver to control the motion state of the vehicle;
Sub-operating members (9L, 9, 15, 15 and 23) provided on the main operating members (1, 7, 18) and operated by a driver;
A yaw moment generator (4) for generating a yaw moment in the vehicle;
Control means (U) for controlling the yaw moment generated by the yaw moment generator (4) in response to the operation of the sub-operation member (9L, 9R, 15, 23);
A yaw moment control device for a vehicle equipped with
A steering angle sensor (Sb) for detecting the steering angle of the vehicle is provided, and the control means (U) is configured to control the auxiliary operation members (9L, 9R, 15,...) According to the steering angle detected by the steering angle sensor (Sb). 23) A yaw moment control device for a vehicle, wherein the change amount of the yaw moment with respect to the operation amount of 23) is changed.   The yaw moment control device for a vehicle according to claim 1, wherein the control means (U) increases the amount of change in the yaw moment according to an increase in the steering angle. A main operating member (1, 7, 18) which is operated by the driver to control the motion state of the vehicle;
Sub operation members (9L, 9R, 15, 23) provided on the main operation members (1, 7, 18) and operated by a driver;
A yaw moment generator (4) for generating a yaw moment in the vehicle;
Control means (U) for controlling the yaw moment generated by the yaw moment generator (4) in response to the operation of the sub-operation member (9L, 9RL, 9R, 15, 23);
A yaw moment control device for a vehicle equipped with
A lateral momentum sensor (Sc) that detects a lateral momentum of at least one of a lateral acceleration, a yaw rate, a yaw moment, and a side slip angle of the vehicle is provided, and the control means (U) detects a lateral momentum detected by the lateral momentum sensor (Sc). A yaw moment control device for a vehicle, wherein a change amount of a yaw moment with respect to an operation amount of the sub operation member (9L, 9R, 15, 23) is changed according to an amount of movement.   4. The vehicle yaw moment control device according to claim 3, wherein the control means (U) decreases the amount of change in the yaw moment according to the increase in the lateral momentum.

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