JP4012353B2 - Vehicle behavior stabilization device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an improvement in a vehicle behavior control device.
[0002]
[Prior art]
In recent years, as a means to control vehicle motion characteristics, particularly turning characteristics, when abnormal vehicle behavior is determined from vehicle state quantities, the abnormal vehicle behavior is reestablished by controlling the braking force of each wheel independently (stabilization). It is known that the yaw moment in the direction is positively generated (SAE paper-982782, etc.). Conventionally, an ABS (controlling the braking force on each wheel so as to prevent the wheels from being locked during braking) is known, and in Japanese Patent Laid-Open No. 4-287754, the vehicle behavior is stabilized based on this ABS technology. A system is disclosed in which the braking force of each wheel is controlled to be
[0003]
[Problems to be solved by the invention]
Assuming that the basic technical idea of this conventional example (Japanese Patent Application Laid-Open No. 4-287754) is applied to a connected vehicle, in addition to drift-out (understeer) and spin (oversteer) as abnormal vehicle behavior, Examples of such phenomena include jackknife (the coupling angle between the towed vehicle and the towed vehicle is larger than an allowable value) and trailer swing (irregular roll accompanying the wheel lock of the towed vehicle). These vehicle behaviors can be effectively suppressed by controlling the braking force of each wheel so as to stabilize the vehicle behavior together with the ABS control of each wheel including the towed vehicle.
[0004]
Such a control system is naturally required to be equipped with equipment that can support ABS control and vehicle behavior stabilization control even for a towed vehicle. However, in a connected vehicle, a towed vehicle may be replaced with a towed vehicle. When a new towed vehicle that does not even have an ABS function is connected, if the vehicle behavior stabilization control (braking operation control) is performed on the premise of ABS control, the wheel lock of the towed vehicle may occur. There is also a possibility that the behavioral stability of the tow vehicle is disturbed, and instead a trailer swing is amplified.
[0005]
An object of the present invention is to provide effective countermeasure means for solving such a problem.
[0006]
[Means for Solving the Problems]
According to a first aspect of the present invention, in a connected vehicle in which the tow vehicle includes a means for controlling braking force so as to stabilize the vehicle behavior together with the ABS control for each wheel of the towed vehicle, the towed vehicle performs the ABS control and the vehicle behavior. Means for determining whether the stabilization control of the towed vehicle can be supported, means for stopping the ABS control and the vehicle behavior stabilization control for the wheel to be controlled of the towed vehicle when the response is impossible based on the determination result; Is provided.
[0007]
[0008]
【The invention's effect】
In the first invention, in the coupled vehicle, when the towed vehicle cannot support the ABS control and the vehicle behavior stabilization control (the corresponding equipment is not mounted or the equipment is broken, etc.), the wheel to be controlled of the towed vehicle The ABS control and the vehicle behavior stabilization control are stopped. Therefore, the braking force for stabilizing the vehicle behavior controlled wheel of the towed vehicle acts no longer, since the wheel lock of the towing vehicle is avoided, abnormal vehicle behavior (trailer swing Ya to cause to Jackknife phenomenon) can be prevented.
[0009]
[0010]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 is an overall schematic diagram relating to a vehicle behavior stabilization system applied to a connected vehicle. Reference numerals 20 to 23 denote brake chambers for generating a braking force on each wheel of the tow vehicle 30 (tractor). Reference numerals 24 and 25 denote a brake chamber for generating a braking force on each wheel of the towed vehicle 40 (trailer). , Reference numeral 3 denotes a braking force modulator that controls the brake air pressure to the brake chambers 20 to 23, and 3 denotes a braking force modulator that controls the brake air pressure to the brake chambers 24 and 25 in the towed vehicle 40. A brake valve device (not shown) linked to the brake pedal of the towing vehicle 30 is provided to control the brake air pressure to these brake chambers 20 to 25 according to the brake operation amount (pedal pedal angle).
[0011]
The towing vehicle 30 includes a control unit 1 that calculates a target slip ratio of each wheel from the vehicle state quantity. The vehicle state quantity is calculated based on detected values such as the rotational speed (wheel speed), vehicle body lateral acceleration, steering angle, yaw rate, and connection angle of each wheel. In the control unit 1, when an abnormal vehicle behavior is determined from the vehicle state quantity, the target slip ratio of each wheel positively generates a yaw moment in the direction of reestablishing (stabilizing) the abnormal vehicle behavior. Is set. Each of the braking force modules 2 and 3 is connected to the control unit 1 by serial communication. When receiving the target slip ratio of the wheel to be controlled from the control unit 1, various braking force modules 2 and 3 are premised on ABS control based on the target slip ratio. By performing arithmetic processing, the brake air pressure to the brake chambers 20 to 23, 24, and 25 of each wheel is controlled. 10-15 are wheel speed sensors.
[0012]
The towed vehicle 40 can be replaced with another by disconnecting the coupler (fifth wheel coupler) from the towed vehicle 30. At that time, piping, wiring, and serial lines such as brakes and indicator lamps between the towed vehicle 40 and the towed vehicle 30 are also separated through the connector, and the new towed vehicle 40 is connected to the towed vehicle 30. When connected again through the connector. In order to deal with the exchange of the towed vehicle 40, the control unit 1 checks whether the towed vehicle 40 can cope with the stabilization control of the vehicle behavior based on the ABS control after the initialization of the control, When the towed vehicle 40 cannot respond based on the result, the ABS control and the vehicle behavior stabilization control for the wheel to be controlled of the towed vehicle 40 are stopped, and the ABS control of the towed vehicle 30 and the stabilization of the vehicle behavior are stopped . A function for correcting the control is set.
[0013]
FIG. 2 is a block diagram related to this control function, and 51 indicates whether or not the towed vehicle 40 is equipped with equipment (such as a braking force module) that can support vehicle behavior stabilization control based on ABS control. Means for detecting based on serial communication, and 52 means for detecting whether or not the equipment of the towed vehicle 40 has no failure based on serial communication (that is, whether to function normally). Control unit 1, based on these detection signals, when determining a condition not corresponding to the stabilization control of the vehicle behavior towed vehicle 40 is assumed ABS control assumes the ABS control with respect to the tractor 40 Stop the stabilization control of the vehicle behavior. Further, since the control characteristics required for each wheel of the tow vehicle 30 change, means for correcting the vehicle behavior stabilization control based on the ABS control of the tow vehicle 30 is provided.
[0014]
In this example, an inquiry signal is output from the control unit 1 as to whether or not the towed vehicle 40 is equipped with equipment that can control vehicle behavior stabilization based on ABS control. The presence / absence of equipment that can be controlled is determined depending on whether the vehicle is obtained from the towed vehicle 40. In addition, a failure diagnosis function is added to the control module 3, and whether or not there is a failure related to the equipment that can handle the control is determined depending on whether or not a failure code is received based on the diagnosis result. For failure diagnosis, in addition to failure of the brake chambers 24 and 25 and the wheel speed sensors 14 and 15, disconnection of the harness, failure of the brake air pressure, and poor connector connection between the towed vehicle 30 and the towed vehicle 40 , And so on.
[0015]
FIG. 3 is a flowchart for explaining the control related to checking whether or not the towed vehicle 40 is compatible with the vehicle behavior stabilization control based on the ABS control. In step 1, the towed vehicle is based on serial communication. In response to the inquiry signal to 40, it is determined whether a predetermined response signal is obtained from the towed vehicle 40. In step 2, it is determined whether a failure code has been received from the towed vehicle 40 based on serial communication. When the determination of step 1 is no (the towed vehicle 40 is not equipped with equipment that can be controlled) or when the determination of step 2 is yes (the towed vehicle 40 has a failure), step 3 In step 4, the control unit 1 stops outputting the braking command to the towed vehicle 40, and in step 4, the towed vehicle 40 is stopped when the braking force for stabilizing the vehicle behavior does not work. The control characteristic is changed (corrected).
[0016]
With such a configuration, when the towed vehicle 40 is compatible with ABS control and vehicle behavior stabilization control , the vehicle behavior is stabilized based on the ABS control of each wheel including the towed vehicle 40. By controlling the braking force of the wheels, it is possible to effectively generate a yaw moment in the direction of reestablishing (stabilizing) abnormal vehicle behavior.
[0017]
When the towed vehicle 40 cannot cope with the ABS control and the vehicle behavior stabilization control (when the equipment is not mounted or when the equipment is broken), the ABS control and the vehicle behavior stabilization for the wheel to be controlled of the towed vehicle 40 are performed . Control is stopped. Therefore, the braking force for stabilizing the vehicle behavior is not applied to the wheel to be controlled of the towed vehicle 40, and the wheel lock of the towed vehicle 40 is avoided, so that the abnormal vehicle behavior (trailer) caused by this is avoided. Swing and jackknife phenomenon) can be effectively prevented.
[0018]
By stopping the ABS control and the vehicle behavior stabilization control for the towed vehicle 40, the braking force for stabilizing the vehicle behavior does not work on the towed vehicle 40, but the ABS control of the towed vehicle 30 and the vehicle are accordingly performed. Since the behavior stabilization control is corrected, it is possible to ensure the appropriate braking force for each wheel of the towing vehicle 30.
[0019]
The control unit 1 does not stop the control of the towed vehicle 40 according to the failure diagnosis of the braking force modulator 3, but the braking force modulator 3 determines the brake air pressure for the brake chambers 24 and 25 according to its failure diagnosis. The control may be stopped. As another embodiment, when the tow vehicle 30 does not include the braking force modulator 2 (the control unit 1 controls only the command to the braking force modulator 3 of the towed vehicle 40), step 4 in FIG. (Correction to ABS control of towing vehicle 30 and stabilization control of vehicle behavior) may be omitted.
[Brief description of the drawings]
FIG. 1 is a schematic diagram of a system representing an embodiment of the present invention.
FIG. 2 is also a partial block configuration diagram.
FIG. 3 is a flowchart for explaining the control content in the same manner.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Control unit 2, 3 Braking force module 10-15 Wheel speed sensor 20-25 Brake chamber 30 Tractor vehicle 40 Towed vehicle 51 Existence detection means 52 Equipment failure detection means

Claims (1)

In a connected vehicle that has a towing vehicle with a means for controlling braking force so as to stabilize the vehicle behavior along with ABS control for each wheel of the towed vehicle, the towed vehicle supports ABS control and vehicle behavior stabilization control . Means for determining whether or not it is possible, and means for stopping ABS control and vehicle behavior stabilization control for the wheel to be controlled of the towed vehicle when it is impossible to respond based on the determination result. A vehicle behavior control device.

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