JP5706732B2 - Tow vehicle control device - Google Patents

Description

  The present invention relates to a towing vehicle such as a camping trailer and a travel trailer, and more particularly to a control device for a towing vehicle of a four-wheel drive type.

  Generally, in a towed vehicle that pulls a towed vehicle such as a camping trailer or a travel trailer, rocking may occur due to towing the towed vehicle depending on a road surface condition or a traveling condition such as cornering. For this reason, for example, in JP 2009-101994 A (hereinafter referred to as Patent Document 1), the yaw rate, the calculated yaw rate, and the yaw rate deviation are observed to determine whether or not the swinging force of the trailer is acting on the towing vehicle. When the swinging force is applied to the tow vehicle, there is a technology for reducing the swing of the tow vehicle by reducing the engine torque of the tow vehicle and adding an independent braking force to each wheel of the tow vehicle. It is disclosed.

JP 2009-101994 A

  However, when the towing vehicle is a four-wheel drive vehicle, the driving force distribution control between the front and rear shafts of the four-wheel drive vehicle is executed according to the traveling state independently of the above-described swing suppression control. If this is the case, a sufficient swing suppression effect by the swing suppression control described above cannot be obtained, and stable towing traveling may become difficult.

  The present invention has been made in view of the above circumstances, and appropriately performs the driving force distribution control between the front and rear shafts of the four-wheel drive vehicle and the rocking suppression control in the traction traveling so as to obtain an optimal rocking suppression effect. An object of the present invention is to provide a control device for a tow vehicle that can be obtained stably.

One aspect of the control device for a tow vehicle according to the present invention is a swing state detection means for detecting a swing state generated in the tow vehicle based on the traveling state of the tow vehicle in the tow vehicle towing the towed vehicle. A swing suppression control execution determination means for determining execution of control for suppressing the swing based on the detected swing state of the tow vehicle, and an actuator when it is determined to execute the control for suppressing the swing And a swing suppression control execution means for executing control to suppress the swing, and when the control to suppress the swing is performed, a large amount of driving force distribution between the front and rear axes is corrected to move forward. Front / rear driving force distribution control means for controlling the driving force distribution between the front and rear shafts by reducing the driving force moved from the front shaft to the rear shaft as the swinging torque of the towing vehicle increases. And with.

  According to the control device for a tow vehicle according to the present invention, the driving force distribution control between the front and rear shafts of the four-wheel drive vehicle and the swing suppression control in the towing traveling are appropriately coordinated to stabilize the optimal swing suppression effect. Can be obtained.

It is explanatory drawing of the tow vehicle which pulls the towed vehicle which concerns on one Embodiment of this invention. It is explanatory drawing which shows schematic structure of the whole tow vehicle which concerns on one Embodiment of this invention. It is a functional block diagram of a control unit concerning one embodiment of the present invention. It is a flowchart of the rocking | swiveling state detection process which concerns on one Embodiment of this invention. It is a flowchart of the rocking | fluctuation prevention control determination process which concerns on one Embodiment of this invention. It is a flowchart of the transfer clutch torque calculation process which concerns on one Embodiment of this invention. FIG. 6 is a characteristic diagram of a vehicle speed sensitive gain according to an embodiment of the present invention. It is a characteristic view of the front-rear distribution ratio of the braking force according to the embodiment of the present invention. It is a characteristic view of the rocking | fluctuation correction gain which concerns on one Embodiment of this invention. It is explanatory drawing of the front-back direction which acts on the tire which slides along with the drive and braking which concern on one Embodiment of this invention, and lateral force, FIG.10 (a) is a front wheel when increasing front-back force. FIG. 10B shows the rear wheel side when the longitudinal force is reduced.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
In FIG. 1, reference numeral 100 denotes a tow vehicle (own vehicle) that pulls a towed vehicle 200 such as a camping trailer or a travel trailer. The towed vehicle 100 and the towed vehicle 200 are connected by a coupler 150. The front end portion of the coupler 150 is connected to the connecting portion 100a at the rear portion of the towed vehicle 100, and the rear end portion of the connector 150 is connected to the connecting portion 200a at the front portion of the towed vehicle 200.

  As shown in FIG. 2, in the towing vehicle 100, the driving force of the engine 1 is transmitted to the transfer 3 from an automatic transmission device (including a torque converter and the like) 2 behind the engine 1 via a transmission output shaft 2 a.

  Further, the driving force transmitted to the transfer 3 is input to the rear wheel final reduction device 7 via the rear drive shaft 4, the propeller shaft 5, and the drive pinion shaft portion 6, while the reduction drive gear 8, the reduction driven gear 9. Then, it is input to the front wheel final reduction gear 11 via the front drive shaft 10 which is the drive pinion shaft portion. Here, the automatic transmission 2, the transfer 3, the front wheel final reduction gear 11 and the like are integrally provided in the case 12.

  The driving force input to the rear wheel final reduction gear 7 is transmitted to the left rear wheel 14rl via the rear wheel left drive shaft 13rl and to the right rear wheel 14rr via the rear wheel right drive shaft 13rr. The driving force input to the front wheel final reduction gear 11 is transmitted to the left front wheel 14fl via the front wheel left drive shaft 13fl and to the right front wheel 14fr via the front wheel right drive shaft 13fr.

  The transfer 3 is a wet multi-plate clutch (transfer clutch) as a variable torque transmission capacity clutch in which a drive plate 15a provided on the reduction drive gear 8 side and a driven plate 15b provided on the rear drive shaft 4 side are alternately stacked. ) 15 and a transfer piston 16 that variably applies a fastening force (rear shaft drive torque) of the transfer clutch 15. Therefore, in this vehicle, by controlling the pressing force by the transfer piston 16 and controlling the fastening force of the transfer clutch 15, the torque distribution ratio is variable between the front wheel and the rear wheel, for example, between 100: 0 and 50:50. It is a four-wheel drive vehicle based on a front engine / front drive vehicle base (FF base).

  The pressing force of the transfer piston 16 is given by a transfer clutch driving unit 31a configured by a hydraulic circuit having a plurality of solenoid valves and the like. A control signal (transfer clutch torque: fastening torque between front and rear shafts) Tlsd for driving the transfer clutch drive unit 31 a is output from the front and rear drive force distribution control unit 31.

The front / rear driving force distribution control unit 31 calculates the transfer clutch torque Tlsd by, for example, the following equation (1), and corrects it as necessary (control for suppressing swinging) as will be described later. In the case of execution, the driving force distribution between the front and rear axes is corrected to be largely moved to the front axis side and output to the transfer clutch drive unit 31a.
Tlsd = (1 / (1 + Tawd · s)) · Fd · Gawd (1)
Here, Tawd is a time constant of a low-pass filter (first-order lag filter), s is a Laplace operator, and Gawd is a control gain (predetermined value). Fd is a transfer input torque and is calculated by, for example, the following equation (2).
Fd = f (θp, ωe) · (i · Gf) (2)
Here, f (θp, ωe) is an engine output torque estimated based on the accelerator opening θp and the engine speed ωe with reference to a preset map (engine characteristic map). Further, i is the main transmission gear ratio of the automatic transmission 2 and Gf is the final gear ratio. Note that the transfer clutch torque Tlsd is not limited to that calculated by the above equation (1), and may be a value set by other map reference or calculation. Thus, the front / rear driving force distribution control unit 31 constitutes a front / rear driving force distribution control means.

  On the other hand, reference numeral 32a denotes a brake drive unit of the vehicle, and a master cylinder (not shown) connected to a brake pedal operated by a driver is connected to the brake drive unit 32a. When the driver operates the brake pedal, the wheel cylinders of the four wheels 14fl, 14fr, 14rl, 14rr (left front wheel cylinder 17fl, right front wheel cylinder 17fr, left rear wheel cylinder) are driven by the master cylinder through the brake drive unit 32a. 17 rl, the right rear wheel wheel cylinder 17 rr) is introduced with brake pressure, thereby braking the four wheels.

  The brake drive unit 32a is a hydraulic unit including a pressurization source, a pressure reducing valve, a pressure increasing valve, and the like. In addition to the brake operation by the driver described above, each wheel cylinder 17fl, With respect to 17fr, 17rl, and 17rr, the brake pressure can be independently introduced.

  The brake control unit 32 performs well-known ABS (Antilock Brake System) control and side slip prevention control, selects a predetermined wheel independently, and outputs a signal to the brake drive unit 32a so as to apply a braking force. Further, as will be described later, the brake control unit 32 applies a braking force (a swinging outer front wheel braking force FBf, a swinging outer rear wheel braking force FBr) that suppresses swinging from the control unit 30. The braking force to be output is output to the brake drive unit 32a. Thus, the brake control unit 32 constitutes a swing suppression control execution unit.

The vehicle speed V is input from the vehicle speed sensor 21 to the control unit 30, the handle angle θH is input from the handle angle sensor 22, and the yaw rate from the yaw rate sensor 23 (because it is an actual detection value, this is the first yaw rate) γ 1. , The lateral acceleration (d ² y / dt ² ) is input from the lateral acceleration sensor 24, the brake pedal ON / OFF signal is input from the brake pedal switch 25, and the road surface friction estimated from the road surface friction coefficient estimating device 26 is input. The coefficient μ is input. In the present embodiment, when the signal value has left and right directions such as the steering wheel angle θH, the first yaw rate γ1, and the lateral acceleration (d ² y / dt ² ), it turns left (counterclockwise). ) The sign generated at the time is “+”.

  Based on these input signals, the control unit 30 detects a swinging state generated in the tow vehicle 100 based on the traveling state of the tow vehicle 100, and the swing unit 100 detects the swinging state based on the detected swinging state of the tow vehicle 100. When it is determined to execute control to suppress movement and control to suppress swing is performed, a signal is output to the brake control unit 32 to generate yaw moment in the towing vehicle by braking force and suppress swing. When the control for suppressing the swing is executed, the transfer clutch torque Tlsd by the front / rear driving force distribution control unit 31 is corrected to largely move the driving force distribution between the front and rear axes to the front axis side. Output.

  That is, as shown in FIG. 3, the control unit 30 includes a second yaw rate calculation unit 30a, a third yaw rate calculation unit 30b, a yaw rate deviation calculation unit 30c, a swing state detection unit 30d, a control determination unit 30e, a brake It is mainly composed of a force calculation unit 30f and a transfer clutch torque calculation unit 30g.

The second yaw rate calculation unit 30 a receives the vehicle speed V from the vehicle speed sensor 21 and the lateral acceleration (d ² y / dt ² ) from the lateral acceleration sensor 24. Then, for example, the second yaw rate γ2 based on the lateral acceleration is calculated by the following equation (3), and is output to the swing state detection unit 30d.
γ2 = (d ² y / dt ² ) / V (3)

The third yaw rate calculation unit 30 b receives the vehicle speed V from the vehicle speed sensor 21 and the handle angle θH from the handle angle sensor 22. Then, for example, the third yaw rate γ3 is calculated by the following equation (4) and output to the yaw rate deviation calculating unit 30c.
γ3 = (1 / (1 + A · V ² )) · (V / l) · (θH / n) (4)
Here, A is a stability factor specific to the vehicle, l is a wheelbase, and n is a steering gear ratio.

The yaw rate deviation calculation unit 30c receives the first yaw rate γ1 from the yaw rate sensor 23 and receives the third yaw rate γ3 from the third yaw rate calculation unit 30b. Then, the yaw rate deviation Δγ is calculated by the following equation (5) and is output to the swing state detection unit 30d and the brake force calculation unit 30f.
Δγ = γ1-γ3 (5)

  The swing state detector 30d receives the vehicle speed V from the vehicle speed sensor 21, the handle angle θH from the handle angle sensor 22, the first yaw rate γ1 from the yaw rate sensor 23, and the second yaw rate calculator 30a. To the second yaw rate γ2, and the yaw rate deviation Δγ is input from the yaw rate deviation calculation unit 30c. Then, according to a swing state detection process flowchart shown in FIG. 4 to be described later, the signals of the first yaw rate γ1, the second yaw rate γ2, and the yaw rate deviation Δγ are observed to set the vehicle speed Vc (for example, 50 km / h). Is detected by the first yaw rate γ1, the second yaw rate γ2, and the yaw rate deviation Δγ, respectively, and the detection result is determined as the first vibration counter value C01 ( The number of times the first yaw rate γ1 has swung from the right (left) side to the left (right) side), the second vibration counter value C02 (the second yaw rate γ2 from the right (left) side to the left (right) side) Number of oscillations), a third oscillation counter value C03 (number of times the yaw rate deviation Δγ has oscillated from the right (left) side to the left (right) side), a first oscillation timer value Ti1 (the first yaw rate γ1 is Swinged to the left (right) side And the second oscillation timer value Ti2 (the duration after the second yaw rate γ2 swings to the left (right) side), and the first yaw rate. The amplitude value of γ1 is output to the transfer clutch torque calculator 30g. Thus, the rocking state detection unit 30d is provided as rocking state detection means.

  The control determination unit 30e receives the vehicle speed V from the vehicle speed sensor 21, the steering wheel angle θH from the steering wheel angle sensor 22, the ON / OFF signal of the brake pedal from the brake pedal switch 25, and the swing state detection unit 30d. Is input to the left and right swinging state of the tow vehicle 100 in a traveling state exceeding the set vehicle speed Vc (for example, 50 km / h). Then, according to the flowchart of the swing prevention control determination process shown in FIG. 5 described later, it is determined whether to suppress, stop, or continue the current situation. Specifically, the vehicle speed V exceeds the set vehicle speed Vc (for example, 50 km / h), the first vibration counter value C01 exceeds the set number K1, and the second vibration counter value C02 is the set number K1. And the third vibration counter value C03 exceeds the set number of times K1, and it is determined that the control for suppressing the swing is executed when the brake pedal switch 25 is OFF. In addition, when the control execution condition for suppressing the swing is not satisfied, the vehicle speed V exceeds the set vehicle speed Vc (for example, 50 km / h), or the first vibration timer value Ti1 exceeds the set timeout time Tc1. If it exceeds, or if the second vibration timer value Ti2 exceeds the set timeout time Tc1, if the handle angle θH exceeds the set angle θc, or if the brake pedal switch 25 is ON In this case, the control for suppressing the swing is stopped. Furthermore, in the case of other conditions, the current situation is continued. The determination result of the control determination unit 30e is output to the brake force calculation unit 30f and the transfer clutch torque calculation unit 30g. Thus, the control determination unit 30e is provided as a swing suppression control execution determination unit.

The braking force calculation unit 30f receives the vehicle speed V from the vehicle speed sensor 21, receives the lateral acceleration (d ² y / dt ² ) from the lateral acceleration sensor 24, and calculates the road surface friction coefficient μ estimated from the road surface friction coefficient estimation device 26. The yaw rate deviation Δγ is input from the yaw rate deviation calculating unit 30c, and a signal indicating whether to execute control to suppress the swing or to stop is input from the control determination unit 30e. When executing the control to suppress the swing, for example, the target yaw moment Mzt to be generated in the vehicle body to suppress the swing is calculated according to the following equation (6).
Mzt = Δγ · GMZ · GMZV (6)
Here, GMZ is a gain set by experiment / calculation in advance, and GMZV is a vehicle speed sensitivity set by referring to a characteristic diagram shown in FIG. It is gain.

Based on the target yaw moment Mzt, the brake force calculation unit 30f calculates the braking force FB generated in the vehicle body to suppress the swing, for example, according to the following equation (7).
FB = FBf + FBr = 2 · Mzt / w (7)
Here, w is a tread.

The braking force calculation unit 30f uses the calculated braking force FB to calculate the swinging outer front wheel braking force FBf and the swinging outer rear wheel braking force FBr by, for example, the following equations (8) and (9): Output to the brake control unit 32.
FBf = FB · DB (8)
FBr = FB · (1-DB) (9)
Here, DB is a front-rear distribution ratio of braking force set with reference to a map set in advance as shown in FIG. 8, for example. In the present embodiment, the braking force front-rear distribution ratio DB is the braking force front-rear distribution ratio DB as the tire grip state approaches the limit (that is, as | d ² y / dt ² | / μ increases). Is set to be decreased from a value close to the ground load distribution ratio at rest. Note that the braking force front-rear distribution ratio DB is not limited to such characteristics. As described above, the brake force calculation unit 30f constitutes a swing suppression control execution unit together with the brake control unit 32.

The transfer clutch torque calculation unit 30g receives the road surface friction coefficient μ estimated from the road surface friction coefficient estimation device 26, receives the amplitude value of the first yaw rate γ1 from the swing state detection unit 30d, and swings from the control determination unit 30e. A signal for executing or stopping control for suppressing movement is input, and the transfer clutch torque Tlsd is input from the front / rear driving force distribution control unit 31. Then, the transfer clutch torque calculation unit 30g corrects the transfer clutch torque Tlsd by multiplying the transfer clutch torque Tlsd by the swing correction gain K1_Tlsd as shown in the following equation (10), and thereby the front-rear driving force: Output to the distribution control unit 31.
Tlsd = Tlsd · K1_Tlsd (10)

  The swing correction gain K1_Tlsd is set with reference to a swing correction gain characteristic diagram as shown in FIG. 9 that has been set in advance through experiments and calculations, for example, when control for suppressing swing is executed. Is done. The characteristic chart of the oscillation correction gain in FIG. 9 is set to a smaller value as the amplitude value of the first yaw rate γ1 is larger and the oscillation is larger, and as the road surface friction coefficient μ is larger, the transfer clutch torque Tlsd is The driving force moved from the front axis to the rear axis is reduced and corrected.

  That is, as shown in FIG. 10, when the control for suppressing the swing is executed, the driving force moved from the front axis to the rear axis is corrected to decrease, and the point from the point P1 at the side slip angle β1 of the tire is corrected. When the relationship between the tire longitudinal force Fx and the lateral force Fy changes to P2, on the front wheel side, as shown in FIG. 10A, the longitudinal force Fx is increased by ΔFx, but the lateral force Fy is decreased by ΔFy. . Conversely, on the rear wheel side, as shown in FIG. 10B, the longitudinal force Fx is decreased by ΔFx, but the lateral force Fy is increased by ΔFy. As described above, the lateral force on the rear wheel side of the towing vehicle 100 is increased, so that the yaw moment generated by towing the towed vehicle 200 can be suppressed by the increased lateral force. Thus, the driving force distribution control between the front and rear shafts and the swing suppression control in the towing travel are appropriately coordinated, and the optimal swing suppression effect can be stably obtained. The swing correction gain K1_Tlsd is set to 1 except when the control for suppressing the swing is executed. Thus, the transfer clutch torque calculation unit 30g constitutes the front / rear driving force distribution control means together with the front / rear driving force distribution control unit 31.

  Next, the swing state detection process executed by the swing state detection unit 30d will be described with reference to the flowchart of FIG. This flowchart is a process executed for each signal of the first yaw rate γ1, the second yaw rate γ2, and the yaw rate deviation Δγ.

  First, in step (hereinafter abbreviated as “S”) S101, the maximum value and the minimum value of the signal are determined, and the amplitude value (maximum value−minimum value) of the signal is calculated.

  Next, in S102, the vibration timer is incremented.

Then, the process proceeds to S103 to determine whether or not the following left swing condition is satisfied.
The left swing condition means that the signal value exceeds a preset value, the amplitude value exceeds a preset threshold value, and the driver's steering input (determined by the steering wheel angle θH) is left And the previous swing direction is not left.

  If the left swing condition of S103 is satisfied, the process proceeds to S104, the swing direction is determined to be left, the vibration counter is incremented, the vibration timer is reset, and the process proceeds to S107.

If the left swing condition in S103 is not satisfied, the process proceeds to S105 to determine whether the following right swing condition is satisfied.
The right swing condition means that the signal value is less than a preset value, the amplitude value exceeds a preset threshold value, and the driver's steering input (determined by the steering wheel angle θH) is not right, and This is a case where the previous swinging direction is not right.

  If the right swing condition of S105 is satisfied, the process proceeds to S106, the swing direction is determined to be right, the vibration counter is incremented, the vibration timer is reset, and the process proceeds to S107. If the right swing condition in S105 is not satisfied, the process proceeds to S107 as it is.

  When the process proceeds from S104, S105, and S106 to S107, it is determined whether or not a stop condition (the vehicle speed V is less than the set vehicle speed Vc (for example, 50 km / h) or the vibration timer exceeds the set timeout time) is satisfied. If the stop condition is satisfied, the process proceeds to S108, the swing direction is set to 0 (a state where the swing is not performed on either the left or right), the vibration counter is reset, and the routine is exited. If the stop condition is not satisfied, the routine is exited as it is.

  Next, the swing prevention control determination process executed by the control determination unit 30e will be described with reference to the flowchart of FIG.

  First, in S201, the vehicle speed V exceeds the set vehicle speed Vc (for example, 50 km / h), the first vibration counter value C01 exceeds the set number of times K1, and the second vibration counter value C02 is set to the set number of times K1. And the third vibration counter value C03 exceeds the set number of times K1, and it is determined whether or not the condition that the brake pedal switch 25 is OFF is satisfied.

  If the condition of S201 described above is satisfied, the process proceeds to S202 to execute control for suppressing the swing, the swing prevention control execution flag Fl is set (Fl = 1), and the routine is exited.

  If the condition of S201 is not satisfied, the process proceeds to S203, where the vehicle speed V exceeds a set vehicle speed Vc (for example, 50 km / h) or the first vibration timer value Ti1 exceeds the set timeout time Tc1. It is determined whether the second vibration timer value Ti2 exceeds the set timeout time Tc1, the handle angle θH exceeds the set angle θc, or the brake pedal switch 25 is ON.

  When the condition of S203 is satisfied, the process proceeds to S204 to stop the control for suppressing the swing, the swing prevention control execution flag Fl is cleared (Fl = 0), and the routine is exited. If the condition of S203 is not established, the current control state is continued and the routine is exited.

  Next, the transfer clutch torque calculation process executed by the transfer clutch torque calculation unit 30g will be described with reference to the flowchart of FIG.

  First, in S301, it is determined whether or not the swing prevention control execution flag Fl is set (Fl = 1). If Fl = 1, the process proceeds to S302, and the swing correction gain K1_Tlsd is determined in advance, for example, This is set with reference to the characteristic diagram of the oscillation correction gain as shown in FIG. 9 set by calculation or the like.

  When the swing prevention control execution flag Fl is cleared (Fl = 0), the process proceeds to S303, and the swing correction gain K1_Tlsd is set to 1.

  After the swing correction gain K1_Tlsd is set in S302 or S303, the process proceeds to S304, the transfer clutch torque Tlsd is calculated by the above-described equation (10), and the routine is exited.

As described above, according to the embodiment of the present invention, the swing state generated in the tow vehicle 100 is detected based on the traveling state of the tow vehicle 100, and the swing state is detected based on the detected swing state of the tow vehicle 100. When it is determined to execute control to suppress movement and control to suppress swing is performed, a signal is output to the brake control unit 32 to generate yaw moment in the towing vehicle by braking force and suppress swing. When the control for suppressing the swing is executed, the transfer clutch torque Tlsd by the front / rear driving force distribution control unit 31 is corrected to largely move the driving force distribution between the front and rear axes to the front axis side. Output. For this reason, when the control for suppressing the swing is executed, the lateral force on the rear wheel side of the tow vehicle 100 is increased, and the yaw moment generated by towing the towed vehicle 200 is increased by this increased lateral force. It is possible to suppress the driving force distribution control between the front and rear shafts of the four-wheel drive vehicle and the swing suppression control in towing traveling in an appropriate manner to stably obtain the optimal swing suppression effect. In the embodiment of the present invention, in the swing suppression control in towing travel, only the suppression of swing using the braking force is described as an example. In addition, the engine driving force may be controlled in accordance with the road surface friction coefficient μ (the engine driving force is decreased as the road surface friction coefficient μ increases) to suppress the swing.

  In addition, the four-wheel drive type of the tow vehicle 100 according to the present embodiment is described as a type in which the torque distribution ratio can be varied between the front wheels and the rear wheels, for example, between 100: 0 and 50:50. In addition, even when the rear wheel base is of a type that can be varied between 30:70 and 50:50, for example, when the control for suppressing the swing is executed, the driving force distribution between the front and rear shafts is distributed. The present invention can be applied by variably controlling the fastening torque between the front and rear shafts so as to compensate for a large amount of movement toward the front shaft side.

DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 3 Transfer 14fl, 14fr, 14rl, 14rr Wheel 15 Transfer clutch 30 Control unit 30a 2nd yaw rate calculation part 30b 3rd yaw rate calculation part 30c Yaw rate deviation calculation part 30d Oscillation state detection part (oscillation) State detection means)
30e Control determination unit (swing suppression control execution determination means)
30f Brake force calculation unit (swing suppression control execution means)
30g Transfer clutch torque calculation unit (front / rear driving force distribution control means)
31 Front / rear driving force distribution control unit (front / rear driving force distribution control means)
32 Brake control unit (swing suppression control execution means)
100 towed vehicle 150 coupler 200 towed vehicle

Claims (3)

In towing vehicles that tow towed vehicles,
Rocking state detecting means for detecting a rocking state generated in the tow vehicle based on the running state of the tow vehicle;
Rocking suppression control execution determination means for determining execution of control for suppressing the rocking based on the detected rocking state of the tow vehicle;
A swing suppression control execution means for executing control to suppress the swing by operating an actuator when it is determined to execute the control to suppress the swing;
When the control for suppressing the swing is executed, the driving torque distribution between the front and rear shafts is corrected to move more to the front shaft side. The tightening torque between the front and rear shafts is corrected as the swing of the towing vehicle is larger. A front-rear driving force distribution control means for controlling the driving force distribution between the front and rear axes by reducing the driving force moved to
A control apparatus for a towing vehicle, comprising: Correction amount of the shift correction by the front-rear driving force distribution control means, the control device of the towing vehicle according to claim 1, wherein the variable according to the swing state and the road surface shape status of the towing vehicle.   2. The swing suppression control execution means suppresses swing by generating a yaw moment in the tow vehicle by a braking force applied to a predetermined wheel of the tow vehicle. 2. A control device for a tow vehicle according to 2.

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