JP2006341673A

JP2006341673A - Vehicle for stabilizing control of vehicle load rate distribution and steering performance

Info

Publication number: JP2006341673A
Application number: JP2005167781A
Authority: JP
Inventors: Masaki Matsunaga; 昌樹松永; Shoji Inagaki; 匠二稲垣
Original assignee: Toyota Motor Corp
Current assignee: Toyota Motor Corp
Priority date: 2005-06-08
Filing date: 2005-06-08
Publication date: 2006-12-21

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle for stably keeping a vehicle load rate distribution and steering performance even when an abnormality occurs in the operation of a vehicle driving force distributing means, a vehicle braking force distributing means, an active suspension, or an active stabilizer. <P>SOLUTION: The vehicle controls the ratio of the driving or braking force of the vehicle to a vehicle grounding load, including: the vehicle driving force distributing means, the vehicle braking force distributing means, the active suspension, and the active stabilizer. The vehicle driving force distributing means and the vehicle braking force distributing means are defined as a first side and the active suspension and the active stabilizer are as a second side. In this case, when the abnormality occurs in the first or second side, an operation target value in the other side is changed in response to the abnormality. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は、車輪駆動力配分手段と車輪制動力配分手段の少なくとも一方および能動サスペンションと能動スタビライザの少なくとも一方を有し、車輪接地荷重に対する車輪駆動力または車輪制動力の比を制御する車輌に係る。 The present invention relates to a vehicle having at least one of a wheel driving force distribution unit and a wheel braking force distribution unit and at least one of an active suspension and an active stabilizer, and controlling a ratio of a wheel driving force or a wheel braking force to a wheel ground contact load. .

一般道路を走行する自動車等の車輌の車輪が路面に取り付く度合（グリップ度）は、車輪に作用する駆動力或は制動力と車輪が路面に押し当てられる力、即ち、接地荷重、の比により左右される。車輪の接地荷重はその合計が車体重量に対応するので、一つの車輪の接地荷重を増大させれば、他の車輪の接地荷重は減小する。また４輪車等では、車輪制動力は一般に全車輪に振り分けられ、車輪駆動力は４輪駆動車では前後左右の４輪に振り分けられるが、車輪制動力および車輪駆動力もまた、その合計が所要の大きさに制御されるので、一つの車輪に対する駆動力または制動力が増大されれば、他の車輪に対する駆動力または制動力は減小する。従って、４輪或はそれ以上の多輪車では、路面に対する車輪のグリップに基づく車輌の走行性能、即ち加速や制動に於ける対滑り性や対オーバーステアリング／アンダーステアリングの如き操舵特性は、車輪駆動力或は車輪制動力と車輪接地荷重の比の値の車輪間に於ける配分によって左右される。 The degree to which a vehicle wheel such as an automobile traveling on a general road is attached to the road surface (grip degree) depends on the ratio of the driving force or braking force acting on the wheel and the force with which the wheel is pressed against the road surface, that is, the ground load. It depends. Since the sum of the ground load of the wheels corresponds to the weight of the vehicle body, if the ground load of one wheel is increased, the ground load of the other wheels is reduced. In a four-wheeled vehicle, etc., the wheel braking force is generally distributed to all wheels, and in a four-wheeled vehicle, the wheel driving force is distributed to the front, rear, left, and right four wheels. Therefore, if the driving force or braking force for one wheel is increased, the driving force or braking force for the other wheel decreases. Therefore, in a multi-wheeled vehicle having four wheels or more, the driving performance of the vehicle based on the grip of the wheel with respect to the road surface, that is, the anti-slipping property in acceleration and braking, and the steering characteristics such as over-steering / under-steering are It depends on the distribution of the driving force or the ratio of the wheel braking force and the wheel ground contact load between the wheels.

以上の関係を踏まえ、車輪間に駆動力を配分する機構とサスペンション制御手段とを備えた車輌に於いて、車輪に作用する前後力、横力、上下力および車輪と路面の間の摩擦係数を検出してコーナリングパワーを推定し、それをパラメータとして車輪間駆動力配分機構とサスペンションとを最適制御することが下記の特許文献１に記載されている。
特開２００５−３０８３号公報 Based on the above relationship, in a vehicle equipped with a mechanism for allocating driving force between wheels and suspension control means, the longitudinal force, lateral force, vertical force acting on the wheel and the friction coefficient between the wheel and the road surface are determined. Patent Document 1 below describes that the cornering power is detected and detected, and the inter-wheel driving force distribution mechanism and the suspension are optimally controlled using the detected cornering power as a parameter.
JP 2005-3083 A

従来、車輌に於ける車輪駆動力或は車輪制動力と車輪接地荷重の比の制御は、クラッチ付き差動装置の如く車輪間に駆動力を配分する手段或いは各車輪に於ける制動力の大きさを相対的に制御して車輪間に制動力を配分する手段と車輪間の接地荷重配分を制御することができる能動サスペンションや能動スタビライザが常時正常に作動するものとして設計されている。しかし、車輪駆動力或は車輪制動力と車輪接地荷重の比は、分子と分母のいずれかの値の単独変化によって決定的に左右される。一方、この比の算出に関与する車輪駆動力配分手段、車輪制動力配分手段、能動サスペンション、能動スタビライザはそれぞれ独自の構造を有するものであり、それらが同時に作動異常を起こすことは殆どあり得ず、もしこれらの作動に何らかの異常が生ずるとすると、それは単独の異常である。 Conventionally, the control of the wheel driving force or the ratio of the wheel braking force and the wheel grounding load in the vehicle has been achieved by means of distributing the driving force between the wheels, such as a differential with a clutch, or the magnitude of the braking force at each wheel. An active suspension and an active stabilizer that can control the relative braking force and distribute the braking force between the wheels and the ground load distribution between the wheels are designed to operate normally. However, the ratio between the wheel driving force or wheel braking force and the wheel ground contact load is critically determined by a single change in either the numerator or the denominator. On the other hand, the wheel driving force distribution means, wheel braking force distribution means, active suspension, and active stabilizer involved in the calculation of this ratio have their own structures, and they are unlikely to cause abnormal operation at the same time. If any abnormality occurs in these operations, it is a single abnormality.

本発明は、車輪駆動力或は車輪制動力と車輪接地荷重の比の制御に於ける上記の事情に着目し、車輪駆動力配分手段、車輪制動力配分手段、能動サスペンション、能動スタビライザのいずれかに作動異常が生じたときにも、車輪負担率配分や操舵性能の如く車輪駆動力或は車輪制動力と車輪接地荷重の比に依存する性能を安定に保つ車輌を提供することを課題としている。 The present invention pays attention to the above situation in the control of the wheel driving force or the ratio of the wheel braking force and the wheel contact load, and any one of the wheel driving force distribution means, the wheel braking force distribution means, the active suspension, and the active stabilizer. It is an object of the present invention to provide a vehicle that stably maintains the performance depending on the ratio of the wheel driving force or the wheel braking force and the wheel contact load, such as the wheel load factor distribution and the steering performance, even when an operation abnormality occurs. .

上記の課題を解決するものとして、本発明は、車輪駆動力配分手段と車輪制動力配分手段の少なくとも一方および能動サスペンションと能動スタビライザの少なくとも一方を有し、車輪接地荷重に対する車輪駆動力または車輪制動力の比を制御する車輌に於いて、前記車輪駆動力配分手段または前記車輪制動力配分手段を第一の側とし、前記能動サスペンションまたは前記能動スタビライザを第二の側とするとき、前記第一および第二の側のいずれか一方に異常が生じたとき、それに応じて他方の側の作動目標値を変更するようになっていることを特徴とする車輌を提案するものである。 In order to solve the above problems, the present invention includes at least one of a wheel driving force distribution unit and a wheel braking force distribution unit, and at least one of an active suspension and an active stabilizer, and a wheel driving force or a wheel control against a wheel ground load. In a vehicle for controlling a power ratio, when the wheel driving force distribution means or the wheel braking force distribution means is a first side and the active suspension or the active stabilizer is a second side, In addition, the present invention proposes a vehicle characterized in that when an abnormality occurs on one of the second sides, the operation target value on the other side is changed accordingly.

前記作動目標値は車輪接地荷重に対する車輪駆動力または車輪制動力の比の車輪間に於ける配分であってよい。この場合、前記作動目標値の変更は車輪接地荷重に対する車輪駆動力または車輪制動力の比の配分を前車輪側にて後車輪側より大きくする変更であってよい。 The operation target value may be a distribution between wheels of a ratio of a wheel driving force or a wheel braking force to a wheel ground load. In this case, the change of the operation target value may be a change in which the distribution of the ratio of the wheel driving force or the wheel braking force to the wheel ground load is made larger on the front wheel side than on the rear wheel side.

或いはまた、前記作動目標値は操舵特性制御の目標値であってよい。 Alternatively, the operation target value may be a target value for steering characteristic control.

また、いずれの場合にも、前記異常の度合が所定の度合以上であるとき当該異常を生じた前記車輪駆動力配分手段、前記車輪制動力配分手段、前記能動サスペンション、または前記能動スタビライザの作動を停止するようになっていてよい。 In any case, the operation of the wheel driving force distribution means, the wheel braking force distribution means, the active suspension, or the active stabilizer that has caused the abnormality when the degree of abnormality is greater than or equal to a predetermined degree. It may come to stop.

車輪駆動力配分手段と車輪制動力配分手段の少なくとも一方および能動サスペンションと能動スタビライザの少なくとも一方を有し、車輪接地荷重に対する車輪駆動力または車輪制動力の比を制御する車輌に於いて、前記車輪駆動力配分手段または前記車輪制動力配分手段を第一の側とし、前記能動サスペンションまたは前記能動スタビライザを第二の側とするとき、前記第一および第二の側のいずれか一方に異常が生じたとき、それに応じて他方の側の作動目標値を変更するようになっていれば、車輪接地荷重に対する車輪駆動力または車輪制動力の比を左右する分子または分母のいずれかの値に異常が生じたとき、その異常に対応して反対側の分母または分子の値を適当に変更することにより、上記の比が不用意に大きく変動することを回避することができる。 In a vehicle having at least one of a wheel driving force distribution unit and a wheel braking force distribution unit and at least one of an active suspension and an active stabilizer and controlling a ratio of a wheel driving force or a wheel braking force to a wheel ground load, the wheel When the driving force distribution means or the wheel braking force distribution means is the first side and the active suspension or the active stabilizer is the second side, an abnormality occurs in one of the first and second sides. If the operation target value on the other side is changed accordingly, there is an abnormality in the value of either the numerator or the denominator that determines the ratio of the wheel driving force or the wheel braking force to the wheel contact load. When this occurs, the ratio can be changed inadvertently by changing the denominator or numerator value on the opposite side appropriately in response to the abnormality. It is possible to avoid.

前記作動目標値が車輪接地荷重に対する車輪駆動力または車輪制動力の比の車輪間に於ける配分であるときには、上記の如き制御変更により前輪または後輪の何れか一方に於いて駆動力或いは制動力が不用意に大幅に失われることが確実に回避される。この場合、特に前記作動目標値の変更が車輪接地荷重に対する車輪駆動力または車輪制動力の比の配分を前車輪側にて後車輪側より大きくする変更とされていれば、車輪接地荷重に対する車輪駆動力または車輪制動力の比が正常に制御されなくなったときにも、車輌の走行性能を安全サイドへ移行させることができる。 When the operation target value is a distribution of the ratio of the wheel driving force or the wheel braking force to the wheel contact load between the wheels, the driving force or the braking force is controlled on either the front wheel or the rear wheel by the control change as described above. It is reliably avoided that power is inadvertently lost significantly. In this case, in particular, if the change in the operation target value is a change in which the ratio of the wheel driving force or the wheel braking force to the wheel ground load is made larger than the rear wheel side on the front wheel side, the wheel with respect to the wheel ground load is set. Even when the ratio of driving force or wheel braking force is not normally controlled, the running performance of the vehicle can be shifted to the safe side.

また前記作動目標値が操舵特性制御の目標値であれば、車輪駆動力配分手段、車輪制動力配分手段、能動サスペンション、能動スタビライザのいずれかに異常が生じたとき、それによって車輌が過度にオーバーステア状態或はアンダーステア状態となることを回避することができる。 Further, if the operation target value is a target value for steering characteristic control, when an abnormality occurs in any of the wheel driving force distribution means, the wheel braking force distribution means, the active suspension, and the active stabilizer, the vehicle excessively exceeds it. A steer state or understeer state can be avoided.

前記異常の度合が所定の度合以上であるとき当該異常を生じた車輪駆動力配分手段、車輪制動力配分手段、能動サスペンション、または能動スタビライザの作動を停止するようになっていれば、これらの装置のいずれかの作動が正常な作動より大きくずれたとき、当該装置の作動を停止させ、正常に作動する装置の間の作動関係を予め設定された関係に変更することにより、予定された制御状態を得ることができる。 If the abnormality degree is equal to or higher than a predetermined degree, the operation of the wheel driving force distribution means, wheel braking force distribution means, active suspension, or active stabilizer that has caused the abnormality is stopped. When the operation of any of the above deviates significantly from the normal operation, the operation of the device is stopped, and the operation relationship between the devices that operate normally is changed to a preset relationship, so that the scheduled control state Can be obtained.

図１および２は、本発明による車輌の２つの例の機能的要部を４輪車について解図的に示す概略図である。車輌は、車輪駆動力配分手段と車輪制動力配分手段の少なくとも一方（図１および２の例はいずれも両方）および能動サスペンションと能動スタビライザの少なくとも一方（図１の例は能動サスペンションのみ、図２の例は能動サスペンションと能動スタビライザの両方）を有し、車輪接地荷重に対する車輪駆動力または車輪制動力（図示の例では両方）の比を制御するようになっている。 1 and 2 are schematic views showing the functional main parts of two examples of a vehicle according to the present invention for a four-wheeled vehicle. The vehicle has at least one of wheel driving force distribution means and wheel braking force distribution means (both examples in FIGS. 1 and 2) and at least one of active suspension and active stabilizer (in the example of FIG. 1, only the active suspension, FIG. The example includes an active suspension and an active stabilizer, and controls the ratio of the wheel driving force or the wheel braking force (both in the illustrated example) to the wheel ground load.

車輪駆動力配分手段はマイクロコンピュータを備えた電気式制御装置（ＥＣＵ）により制御され、エンジンまたは電動機の如き動力源装置により与えられる車輪駆動力を前後左右の各車輪へ配分するようになっている。車輪制動力配分手段は電気式制御装置により制御され、制動装置により与えられる車輪制動力を前後左右の各車輪へ配分するようになっている。車輪駆動力配分手段の作動端は差動装置の差動運動を制動するクラッチ等であってよい。車輪制動力配分手段の作動端は前後左右の各車輪に於けるブレーキディスクとブレーキシューの組合せであってよい。能動サスペンション制御装置は電気式制御装置により制御され、その作動端は前後左右の各車輪に対する能動サスペンションであってよい。図２の例に於ける能動スタビライザは、左右の前輪間および左右の後輪間に張り渡された２つの能動スタビライザを含み、いずれもその中央部にて車体より支持され、左右いずれの車輪に対しても個別に上向きおよび下向きの力を作用させることができ、左右の車輪間の接地荷重の配分だけでなく、前後の車輪間の接地荷重の配分もできるものであってよい。 The wheel driving force distribution means is controlled by an electric control unit (ECU) equipped with a microcomputer, and distributes the wheel driving force applied by a power source device such as an engine or an electric motor to the front, rear, left and right wheels. . The wheel braking force distribution means is controlled by an electric control device, and distributes the wheel braking force applied by the braking device to the front, rear, left and right wheels. The operating end of the wheel driving force distribution means may be a clutch or the like that brakes the differential motion of the differential device. The operating end of the wheel braking force distribution means may be a combination of a brake disc and a brake shoe on each of the front, rear, left and right wheels. The active suspension control device is controlled by an electric control device, and its operating end may be an active suspension for each of the front, rear, left and right wheels. The active stabilizer in the example of FIG. 2 includes two active stabilizers stretched between the left and right front wheels and between the left and right rear wheels, both of which are supported from the vehicle body at the center thereof, In contrast, upward and downward forces can be applied individually, and not only the ground load between the left and right wheels can be distributed, but also the ground load between the front and rear wheels can be distributed.

電気式制御装置には、図には示されていない各種のセンサ等より車輌の運行状態に関する種々のパラメータの値を示す信号が供給されている。電気式制御装置はこれらの信号により与えられる情報とマイクロコンピュータに予め装填された制御プログラムに基づいて制御演算を行い、車輪駆動力配分手段または車輪制動力配分手段を作動させて動力源装置の駆動力または制動装置の制動力を各車輪間に分配すると同時に、能動サスペンション制御装置またはこれと能動スタビライザ制御装置とを作動させて各車輪に対する接地荷重の配分を行うようになっていてよい。 The electric control device is supplied with signals indicating values of various parameters relating to the operation state of the vehicle from various sensors not shown in the figure. The electric control device performs control calculation based on the information given by these signals and a control program preloaded in the microcomputer, and operates the wheel driving force distribution means or the wheel braking force distribution means to drive the power source device. At the same time that the force or the braking force of the braking device is distributed between the wheels, the active suspension control device or this and the active stabilizer control device may be operated to distribute the ground load to each wheel.

図３は、本発明による車輌の本発明に係る制御の一例を示すフローチャートである。かかるフローチャートによる制御は、車輌の運転スイッチ（動力源としてエンジンを含む車輌ではイグニッションスイッチ）が閉じられ、電気式制御装置の作動が開始されたときから車輌の運行中常時数１０〜数１００ミリセカンドの周期にて繰り返されてよい。 FIG. 3 is a flowchart showing an example of the control according to the present invention of the vehicle according to the present invention. The control according to this flowchart is based on the fact that the operation switch of the vehicle (ignition switch in the case of a vehicle including an engine as a power source) is closed and the operation of the electric control device is started, and the vehicle is always in operation several to several hundred milliseconds. It may be repeated in the cycle.

制御が開始されると、ステップ１にて各種信号の読み込みが行われ、読み込まれた信号により得られた情報と電気式制御装置のマイクロコンピュータに予め装填された制御プログラムに基づいて車輌の運行制御が行われ、その一環として本発明に従って各車輪に於ける接地荷重に対する車輪駆動力または車輪制動力の比の制御が行われる。その最初のステップとして、ステップ２に於いて、各車輪に於ける接地荷重に対する車輪駆動力または車輪制動力の比の配分を制御する車輪負担率配分制御を行うための車輪負担率配分制御目標値の算出が行われる。この車輪負担率配分制御は、接地荷重に対する車輪駆動力または車輪制動力の比を主として前輪と後輪の間に配分する制御であり、即ち、左右の前輪および左右の後輪の接地荷重をそれぞれＦzfおよびＦzr、左右の前輪および左右の後輪の駆動力または制動力をそれぞれＦxfおよびＦxr、左右の前輪および左右の後輪に作用する横力をそれぞれＦyfおよびＦyr、車輪と路面の間の摩擦係数をμとすれば、

の比を略１：１に制御するものである。 When the control is started, various signals are read in Step 1, and vehicle operation control is performed based on information obtained from the read signals and a control program loaded in advance in the microcomputer of the electric control device. As part of this, the ratio of the wheel driving force or wheel braking force to the ground load at each wheel is controlled according to the present invention. As the first step, in step 2, the wheel load ratio distribution control target value for performing wheel load ratio distribution control for controlling the distribution of the ratio of the wheel driving force or the wheel braking force to the ground load in each wheel. Is calculated. This wheel load ratio distribution control is a control that mainly distributes the ratio of the wheel driving force or wheel braking force to the ground load between the front wheels and the rear wheels, that is, the ground loads on the left and right front wheels and the left and right rear wheels, respectively. Fzf and Fzr, driving force or braking force of the left and right front wheels and left and right rear wheels respectively Fxf and Fxr, lateral force acting on the left and right front wheels and left and right rear wheels respectively Fyf and Fyr, friction between the wheel and the road surface If the coefficient is μ,

The ratio is controlled to approximately 1: 1.

次いで制御はステップ３へ進み、フラグＦt(１)〜Ｆt(４)の値の和であるＦt(１)＋Ｆt(２)＋Ｆt(３)＋Ｆt(４)が０であるか否かが判断される。これはＦt(１)〜Ｆt(４)の全てが０であるか否かを判断するものである。フラグＦt(１)〜Ｆt(４)は４つの車輪に関するフラグＦt（N），N＝１，２，３，４，の値であり、Ｆt（N）は後述のステップ１１〜１９に於いて、４輪のそれぞれについて、車輪駆動力配分手段、車輪制動力配分手段、能動サスペンション、能動スタビライザに異常があるときには、異常の程度に応じて０でない幾つかの値に設定されるものである。ステップ３の答がイエス（Ｙ）であるとき、即ち、全ての車輪に関する車輪駆動力配分手段、車輪制動力配分手段、能動サスペンション、能動スタビライザのいずれにも異常がないときには、制御はそのまま、即ち、ステップ２にて算出された車輪負担率配分制御目標値をそのまま保ってステップ４へ進むが、答がノー（Ｎ）であるとき、即ち、いずれかの車輪の車輪駆動力配分手段、車輪制動力配分手段、能動サスペンション、能動スタビライザのいずれかに異常があるときには、制御はステップ５へ進み、フラグＦt(１)〜Ｆt(４)の値に応じて車輪負担率配分制御目標値の変更が行われる。この変更は、例えば車輪接地荷重に対する車輪駆動力または車輪制動力の比の配分を前輪側にて後輪側より大きくするものであってよい。フラグＦt(１)〜Ｆt(４)の値が意味するところの詳細は後程説明する。 Next, the control proceeds to step 3 where it is determined whether or not Ft (1) + Ft (2) + Ft (3) + Ft (4) which is the sum of the values of the flags Ft (1) to Ft (4) is zero. The This is to determine whether or not all of Ft (1) to Ft (4) are zero. Flags Ft (1) to Ft (4) are values of flags Ft (N) and N = 1, 2, 3, 4, and 4 for four wheels, and Ft (N) is obtained in steps 11 to 19 described later. For each of the four wheels, when there is an abnormality in the wheel driving force distribution means, the wheel braking force distribution means, the active suspension, and the active stabilizer, some values other than 0 are set according to the degree of abnormality. If the answer to step 3 is yes (Y), that is, if there is no abnormality in any of the wheel driving force distribution means, wheel braking force distribution means, active suspension, and active stabilizer for all wheels, the control remains as it is. The wheel load ratio distribution control target value calculated in step 2 is kept as it is, and the process proceeds to step 4, but when the answer is no (N), that is, the wheel driving force distribution means of any wheel, the wheel control When any of the power distribution means, the active suspension, and the active stabilizer is abnormal, the control proceeds to step 5 and the wheel load ratio distribution control target value is changed according to the values of the flags Ft (1) to Ft (4). Done. This change may be, for example, to increase the distribution of the ratio of the wheel driving force or the wheel braking force to the wheel ground load on the front wheel side than on the rear wheel side. Details of the meanings of the values of the flags Ft (1) to Ft (4) will be described later.

ステップ４に於いては、操舵特性制御の目標値の算出が行われる。この操舵特性制御は接地荷重に対する車輪駆動力または車輪制動力の比の車輪間に於ける配分を制御することにより車輌の操舵特性を制御するものであり、主として車輌の操舵性をオーバーステア傾向とアンダーステア傾向と間で調整するものである。 In step 4, a target value for steering characteristic control is calculated. This steering characteristic control is to control the steering characteristic of the vehicle by controlling the distribution of the ratio of the wheel driving force or the wheel braking force to the ground load between the wheels. It adjusts between understeering tendency.

次いで制御はステップ６へ進み、フラグＦt(１)〜Ｆt(４)の値の和であるＦt(１)＋Ｆt(２)＋Ｆt(３)＋Ｆt(４)が０であるか否かが判断される。この場合にも、すべての車輪に関する車輪駆動力配分手段、車輪制動力配分手段、能動サスペンション、能動スタビライザのいずれにも異常がなく、フラグＦt(１)〜Ｆt(４)の全てが０であるときには、制御はそのまま、即ち、ステップ４にて算出された操舵特性制御目標値をそのまま保ってステップ７へ進むが、答がノーであるとき、即ち、いずれかの車輪の車輪駆動力配分手段、車輪制動力配分手段、能動サスペンション、能動スタビライザのいずれかに異常があるときには、制御はステップ８へ進み、フラグＦt(１)〜Ｆt(４)の値に応じて操舵特性制御目標値の変更が行われる。この変更は、例えば操舵特性をアンダーステア方向へ移行させるものであってよい。 Control then proceeds to step 6 where it is determined whether or not Ft (1) + Ft (2) + Ft (3) + Ft (4), which is the sum of the values of the flags Ft (1) to Ft (4), is zero. The Also in this case, there is no abnormality in any of the wheel driving force distribution means, wheel braking force distribution means, active suspension, and active stabilizer for all wheels, and all of the flags Ft (1) to Ft (4) are 0. Sometimes, the control remains as it is, that is, the steering characteristic control target value calculated in step 4 is kept as it is, and the process proceeds to step 7, but when the answer is no, that is, the wheel driving force distribution means of any wheel, If any of the wheel braking force distribution means, the active suspension, and the active stabilizer is abnormal, the control proceeds to step 8 where the steering characteristic control target value is changed according to the values of the flags Ft (1) to Ft (4). Done. This change may be, for example, shifting the steering characteristic in the understeer direction.

ステップ７に於いては、ステップ２に於いて算出された車輪負担率配分制御目標値またはそれをステップ５に於いて変更した値に基づく車輪負担率配分制御およびステップ４に於いて算出された操舵特性制御目標値またはそれをステップ８に於いて変更した値に基づく操舵特性制御が行われる。これは、図１に示した例に於いては、電気式制御装置（ＥＣＵ）により車輪駆動力配分手段、車輪制動力配分手段、能動サスペンションの作動を制御することにより行われ、図２に示した例に於いては、電気式制御装置（ＥＣＵ）により車輪駆動力配分手段、車輪制動力配分手段、能動サスペンション、能動スタビライザの作動を制御することにより行われる。 In step 7, the wheel load ratio distribution control target value calculated in step 2 or the wheel load ratio distribution control based on the target value changed in step 5 and the steering calculated in step 4. Steering characteristic control is performed based on the characteristic control target value or the value changed in step 8. In the example shown in FIG. 1, this is performed by controlling the operation of the wheel driving force distribution means, the wheel braking force distribution means, and the active suspension by means of an electric control unit (ECU), which is shown in FIG. In this example, the operation of the wheel driving force distribution means, the wheel braking force distribution means, the active suspension, and the active stabilizer is controlled by an electric control unit (ECU).

こうして実行された車輪負担率配分制御および操舵特性制御の実行結果に基づいて、ステップ９以下に於いて、車輪駆動力配分手段、車輪制動力配分手段、能動サスペンション、能動スタビライザの異常検出が行われる。これらの装置の異常検出は、これらの装置の作動の制御目標値に対する追従度を見ることによってなされてよい。 Based on the execution results of the wheel load ratio distribution control and the steering characteristic control executed in this way, in step 9 and subsequent steps, abnormality detection of the wheel driving force distribution means, the wheel braking force distribution means, the active suspension, and the active stabilizer is performed. . The abnormality detection of these devices may be performed by looking at the degree of follow-up with respect to the control target value of the operation of these devices.

４輪のそれぞれに対する車輪駆動力配分手段、車輪制動力配分手段、能動サスペンション、能動スタビライザの作動異常を検出するため、ステップ９および１０の操作により当初０にリセットされたカウント値Nにより各回のフローに於ける異常検出対象となる車輪をNの値に対応させ、N＝１，２，３，４を例えば、左前輪、右前輪、左後輪、右後輪に割り当て、各車輪について順次行う。 In order to detect abnormal operation of the wheel driving force distribution means, wheel braking force distribution means, active suspension, and active stabilizer for each of the four wheels, each flow is performed with the count value N that was initially reset to 0 by the operations of Steps 9 and 10. The wheel which is the object of abnormality detection in the vehicle is made to correspond to the value of N, and N = 1, 2, 3, 4 is assigned to, for example, the left front wheel, the right front wheel, the left rear wheel and the right rear wheel, and each wheel is sequentially performed. .

先ずN＝１、即ち、車輪１に関して説明すれば、ステップ１１に於いて車輪１に関する車輪駆動力配分手段に異常があるか否かが判断される。答がノーであるとき、即ち、車輪１に関する車輪駆動力配分手段に異常がないときには制御はそのままステップ１２へ進むが、車輪１に関する車輪駆動力配分手段に異常があるときには、制御はステップ１３へ進み、フラグＦ１(１)の値が制御開始当初に０にリセットされた状態から車輪駆動力配分手段の異常の度合に応じて所定の値にセットされる。図示の例では、車輪駆動力配分手段の異常はその度合に応じて２段階に判断され、異常の度合が第１段階以上で第２段階以下であるときには、フラグＦ１(１)は１にセットされ、車輪1に関する車輪駆動力配分手段の作動は継続したままで、車輪駆動力配分手段の異常に対応して上記のステップ５および８に於いて車輪負担率配分制御目標値の変更および操舵特性制御目標値の変更が行われる。異常の度合が第２段階を越えたときには、フラグＦ１(１)は２にセットされると共に車輪１に関する車輪駆動力配分手段の作動が停止され、上記のステップ５および８に於いては、車輪１に関する車輪駆動力配分手段の作動を停止させたことに対応する車輪負担率配分制御目標値の変更および操舵特性制御目標値の変更が行われる。 First, N = 1, that is, the wheel 1 will be described. In step 11, it is determined whether or not there is an abnormality in the wheel driving force distribution means for the wheel 1. If the answer is no, that is, if there is no abnormality in the wheel driving force distribution means relating to the wheel 1, the control proceeds directly to step 12, but if there is an abnormality in the wheel driving force distribution means relating to the wheel 1, the control proceeds to step 13 Then, the value of the flag F1 (1) is set to a predetermined value according to the degree of abnormality of the wheel driving force distribution means from the state where the value of the flag F1 (1) is reset to 0 at the beginning of the control. In the illustrated example, the abnormality of the wheel driving force distribution means is determined in two stages according to the degree. When the degree of abnormality is the first stage or more and the second stage or less, the flag F1 (1) is set to 1. In response to the abnormality of the wheel driving force distribution means, the wheel load ratio distribution control target value is changed and the steering characteristic is changed in steps 5 and 8 in response to the abnormality of the wheel driving force distribution means. The control target value is changed. When the degree of abnormality exceeds the second stage, the flag F1 (1) is set to 2 and the operation of the wheel driving force distribution means for the wheel 1 is stopped. In steps 5 and 8 above, the wheel The wheel load factor distribution control target value and the steering characteristic control target value are changed in response to the operation of the wheel driving force distribution means related to No. 1 being stopped.

いずれにしても、次いで、制御はステップ１２へ進み、車輪１に関する車輪制動力配分手段に異常があるか否かが判断される。答がノーであるとき、即ち、車輪１に関する車輪制動力配分手段に異常がないときには制御はそのままステップ１４へ進むが、車輪１に関する車輪制動力配分手段に異常があるときには、制御はステップ１５へ進み、フラグＦ２(１)の値が制御開始当初に０にリセットされた状態から車輪制動力配分手段の異常の度合に応じて所定の値にセットされる。図示の例では、車輪制動力配分手段の異常もその度合に応じて２段階に判断され、異常の度合が第１段階以上で第２段階以下であるときには、フラグＦ２(１)は３にセットされ、車輪１に関する車輪制動力配分手段の作動は継続したままで、車輪１に関する車輪制動力配分手段の異常に対応して上記のステップ５および８に於いて車輪負担率配分制御目標値の変更および操舵特性制御目標値の変更が行われる。異常の度合が第２段階を越えたときには、フラグＦ２(１)は６にセットされると共に車輪１に関する車輪制動力配分手段の作動が停止され、上記のステップ５および８に於いては、車輪１に関する車輪制動力配分手段の作動を停止させたことに対応する車輪負担率配分制御目標値の変更および操舵特性制御目標値の変更が行われる。 In any case, control then proceeds to step 12 where it is determined whether there is an abnormality in the wheel braking force distribution means for the wheel 1. If the answer is no, that is, if there is no abnormality in the wheel braking force distribution means relating to the wheel 1, the control proceeds directly to step 14, but if there is an abnormality in the wheel braking force distribution means relating to the wheel 1, the control proceeds to step 15 Then, the value of the flag F2 (1) is set to a predetermined value according to the degree of abnormality of the wheel braking force distribution means from the state where the value of the flag F2 (1) is reset to 0 at the beginning of the control. In the illustrated example, the abnormality of the wheel braking force distribution means is also determined in two stages according to the degree. When the degree of abnormality is not less than the first stage and not more than the second stage, the flag F2 (1) is set to 3. The wheel braking force distribution means for wheel 1 continues to operate, and the wheel load ratio distribution control target value is changed in steps 5 and 8 in response to an abnormality in the wheel braking force distribution means for wheel 1. Then, the steering characteristic control target value is changed. When the degree of abnormality exceeds the second stage, the flag F2 (1) is set to 6 and the operation of the wheel braking force distribution means for the wheel 1 is stopped. In steps 5 and 8 above, the wheel The wheel load ratio distribution control target value and the steering characteristic control target value are changed in response to the operation of the wheel braking force distribution means 1 relating to 1 being stopped.

いずれにしても、次いで、制御はステップ１４へ進み、車輪１に関する能動サスペンションに異常があるか否かが判断される。答がノーであるとき、即ち、車輪１に関する能動サスペンションに異常がないときには制御はそのままステップ１６へ進むが、車輪１に関する能動サスペンションに異常があるときには、制御はステップ１７へ進み、フラグＦ３(１)の値が制御開始当初に０にリセットされた状態から能動サスペンションの異常の度合に応じて所定の値にセットされる。図示の例では、能動サスペンションの異常もその度合に応じて２段階に判断され、異常の度合が第１段階以上で第２段階以下であるときには、フラグＦ３(１)は９にセットされ、車輪１に関する能動サスペンションの作動は継続したままで、車輪１に関する能動サスペンションの異常に対応して上記のステップ５および８に於いて車輪負担率配分制御目標値の変更および操舵特性制御目標値の変更が行われる。異常の度合が第２段階を越えたときには、フラグＦ３(１)は１８にセットされると共に車輪１に関する能動サスペンションの作動が停止され、上記のステップ５および８に於いては、車輪１に関する能動サスペンションの作動を停止させたことに対応する車輪負担率配分制御目標値の変更および操舵特性制御目標値の変更が行われる。 In any case, control then proceeds to step 14 where it is determined whether there is an abnormality in the active suspension for wheel 1. When the answer is no, that is, when there is no abnormality in the active suspension relating to the wheel 1, the control proceeds directly to step 16, but when there is an abnormality in the active suspension relating to the wheel 1, the control proceeds to step 17 and the flag F3 (1 ) Is set to a predetermined value according to the degree of abnormality of the active suspension from a state in which the value is reset to 0 at the beginning of control. In the illustrated example, the abnormality of the active suspension is also determined in two stages according to the degree, and when the degree of abnormality is not less than the first stage and not more than the second stage, the flag F3 (1) is set to 9, and the wheel The operation of the active suspension relating to No. 1 is continued, and in response to the abnormality of the active suspension relating to the wheel 1, the change of the wheel load ratio distribution control target value and the change of the steering characteristic control target value are changed in the above Steps 5 and 8. Done. When the degree of abnormality exceeds the second stage, the flag F3 (1) is set to 18 and the operation of the active suspension for the wheel 1 is stopped. In steps 5 and 8 above, the active for the wheel 1 is stopped. The wheel load factor distribution control target value and the steering characteristic control target value are changed corresponding to the suspension of the suspension.

いずれにしても、次いで、制御はステップ１６へ進み、車輪１に関する能動スタビライザに異常があるか否かが判断される。答がノーであるとき、即ち、車輪１に関する能動スタビライザに異常がないときには制御はそのままステップ１８へ進むが、車輪１に関する能動スタビライザに異常があるときには、制御はステップ１９へ進み、フラグＦ４(１)の値が制御開始当初に０にリセットされた状態から車輪１に関する能動スタビライザの異常の度合に応じて所定の値にセットされる。図示の例では、能動スタビライザの異常もその度合に応じて２段階に判断され、異常の度合が第１段階以上で第２段階以下であるときには、フラグＦ４(１)は２７にセットされ、車輪１に関する能動スタビライザの作動は継続したままで、車輪１に関する能動スタビライザの異常に対応して上記のステップ５および８に於いて車輪負担率配分制御目標値の変更および操舵特性制御目標値の変更が行われる。異常の度合が第２段階を越えたときには、フラグＦ４(１)は５４にセットされると共に車輪１に関する能動スタビライザの作動が停止され、上記のステップ５および８に於いては、車輪１に関する能動スタビライザの作動を停止させたことに対応する車輪負担率配分制御目標値の変更および操舵特性制御目標値の変更が行われる。 In any case, control then proceeds to step 16 where it is determined whether there is an abnormality in the active stabilizer for wheel 1. When the answer is no, that is, when there is no abnormality in the active stabilizer relating to the wheel 1, the control proceeds directly to step 18, but when there is an abnormality in the active stabilizer relating to the wheel 1, the control proceeds to step 19 and the flag F4 (1 ) Is set to a predetermined value according to the degree of abnormality of the active stabilizer related to the wheel 1 from a state where the value of) is reset to 0 at the beginning of control. In the illustrated example, the abnormality of the active stabilizer is also determined in two stages according to the degree. When the degree of abnormality is the first stage or more and the second stage or less, the flag F4 (1) is set to 27 and the wheel While the operation of the active stabilizer related to wheel 1 continues, in response to the abnormality of the active stabilizer related to wheel 1, the change of the wheel load ratio distribution control target value and the change of the steering characteristic control target value are performed in the above steps 5 and 8. Done. When the degree of abnormality exceeds the second stage, the flag F4 (1) is set to 54 and the operation of the active stabilizer relating to the wheel 1 is stopped. In the above steps 5 and 8, the active relating to the wheel 1 is stopped. A change in the wheel load ratio distribution control target value and a change in the steering characteristic control target value corresponding to the stop of the stabilizer operation are performed.

次いで、制御はステップ１８へ進み、フラグＦ１(１)、Ｆ２(１)、Ｆ３(１)、Ｆ４(１)の値の合計が上述のフラグＦt(１)の値として、即ち、Ｆt(１)＝Ｆ１(１)＋Ｆ２(１)＋Ｆ３(１)＋Ｆ４(１)として、フラグＦt(１)の値が算出される。従って、図示の例では、車輪１に関する車輪駆動力配分手段のみに第１段階の異常が生じたときには、フラグＦt(１)の値は１となり、車輪１に関する車輪駆動力配分手段のみに第２段階の異常が生じたときには、フラグＦt(１)の値は２となる。従って、図示のフローチャートを通って循環する制御の過程に於いて、上述のステップ３に於いて答がノーであり、制御がステップ５へ進んだとき、フラグＦt(１)の値が１であれば、車輪負担率配分制御目標値の変更は車輪１に関する車輪駆動力配分手段のみに第１段階の異常が生じたことに対して行われればよく、またこのときフラグＦt(１)の値が２であれば、車輪負担率配分制御目標値の変更は、車輪１に関する車輪駆動力配分手段のみに第２段階の異常が生じ、車輪１に関する車輪駆動力配分手段のみがその作動を停止されたことに対して行われればよい。 Next, the control proceeds to step 18 where the sum of the values of the flags F1 (1), F2 (1), F3 (1), F4 (1) is the value of the flag Ft (1), that is, Ft (1 ) = F1 (1) + F2 (1) + F3 (1) + F4 (1), the value of the flag Ft (1) is calculated. Therefore, in the example shown in the figure, when the first stage abnormality occurs only in the wheel driving force distribution means relating to the wheel 1, the value of the flag Ft (1) becomes 1, and only in the wheel driving force distribution means relating to the wheel 1 the second value. When the stage abnormality occurs, the value of the flag Ft (1) becomes 2. Therefore, in the process of control circulating through the illustrated flowchart, the answer is no in step 3 described above, and when the control proceeds to step 5, the value of the flag Ft (1) is 1. For example, the wheel load ratio distribution control target value may be changed only when the first stage abnormality has occurred only in the wheel driving force distribution means relating to the wheel 1, and at this time the value of the flag Ft (1) is changed. If the wheel load ratio distribution control target value is 2, the second stage abnormality occurs only in the wheel driving force distribution means related to the wheel 1, and only the wheel driving force distribution means related to the wheel 1 is stopped. It may be done for that.

同様にして、図示のフローチャートを通って循環する制御の過程に於いて、上述のステップ６に於いて答がノーであり、制御がステップ８へ進んだとき、フラグＦt（１）の値が１であれば、操舵特性制御目標値の変更は車輪１に関する車輪駆動力配分手段のみに第１段階の異常が生じたことに対して行われればよく、またこのときフラグＦt(１)の値が２であれば、操舵特性制御目標値の変更は、車輪１に関する車輪駆動力配分手段のみに第２段階の異常が生じ、車輪１に関する車輪駆動力配分手段のみがその作動を停止されたことに対して行われればよい。 Similarly, in the process of control that circulates through the flowchart shown in the figure, when the answer is no in step 6 and the control advances to step 8, the value of the flag Ft (1) is 1. If this is the case, the steering characteristic control target value may be changed only when the first stage abnormality has occurred only in the wheel driving force distribution means relating to the wheel 1, and at this time the value of the flag Ft (1) is set. If it is 2, the change of the steering characteristic control target value is that the second stage abnormality occurs only in the wheel driving force distribution means related to the wheel 1, and only the wheel driving force distribution means related to the wheel 1 is stopped. What is necessary is just to be performed.

また図示の例では、車輪１に関する車輪制動力配分手段のみに第１段階の異常が生じたときには、フラグＦt(１)の値は３となり、車輪１に関する車輪制動力配分手段のみに第２段階の異常が生じたときには、フラグＦt(１)の値は６となる。従って、図示のフローチャートを通って循環する制御の過程に於いて、制御がステップ５および８のそれぞれへ進んだとき、フラグＦt(１)の値が３であれば、車輪負担率配分制御目標値の変更および操舵特性制御目標値の変更は、車輪１に関する車輪制動力配分手段のみに第１段階の異常が生じたことに対して行われればよく、またこのときフラグＦt(１)の値が６であれば、車輪負担率配分制御目標値の変更および操舵特性制御目標値の変更は、車輪１に関する車輪制動力配分手段のみに第２段階の異常が生じ、車輪１に関する車輪制動力配分手段のみがその作動を停止されたことに対して行われればよい。 Further, in the illustrated example, when an abnormality in the first stage occurs only in the wheel braking force distribution means relating to the wheel 1, the value of the flag Ft (1) is 3, and only the wheel braking force distribution means relating to the wheel 1 is in the second stage. When an abnormality occurs, the value of the flag Ft (1) is 6. Therefore, in the process of control circulating through the flowchart shown in the figure, when the control proceeds to each of steps 5 and 8, if the value of the flag Ft (1) is 3, the wheel load factor distribution control target value And the change of the steering characteristic control target value only have to be performed when the first stage abnormality occurs only in the wheel braking force distribution means for the wheel 1, and at this time, the value of the flag Ft (1) is changed. If it is 6, the change in the wheel load ratio distribution control target value and the change in the steering characteristic control target value will cause the second stage abnormality only in the wheel braking force distribution means relating to the wheel 1, and the wheel braking force distribution means relating to the wheel 1. Only need to be done for that operation has been stopped.

図１または２に示されている如き構成に於いて、車輪駆動力配分手段、車輪制動力配分手段、能動サスペンション、能動スタビライザはそれぞれの機能的には独立しているので、それらのいずれか２つに同時に異常が生ずることは稀有であると考えられるが、それでも尚、もし車輪１に関し、車輪駆動力配分手段に第１段階の異常が生じ、同時に車輪制動力配分手段に第１段階の異常が生じたとすれば、フラグＦt(１)の値が４となることによりそれが判断されるので、このときには、ステップ５に於ける車輪負担率配分制御目標値の変更およびステップ８に於ける操舵特性制御目標値の変更は、それぞれ車輪１に関し車輪駆動力配分手段および車輪制動力配分手段に同時に第１段階の異常が生じたことに対して行われればよい。 In the configuration as shown in FIG. 1 or 2, the wheel driving force distribution means, the wheel braking force distribution means, the active suspension, and the active stabilizer are functionally independent of each other. It is considered rare that an abnormality occurs simultaneously at the same time, but nevertheless, with respect to the wheel 1, the first stage abnormality occurs in the wheel driving force distribution means, and at the same time the first stage abnormality occurs in the wheel braking force distribution means. If this occurs, it is determined that the value of the flag Ft (1) is 4, so that at this time, the change of the wheel load ratio distribution control target value in step 5 and the steering in step 8 are performed. The characteristic control target value may be changed with respect to the occurrence of the first stage abnormality in the wheel driving force distribution unit and the wheel braking force distribution unit for the wheel 1 at the same time.

同様にして、車輪１に関し、車輪駆動力配分手段に第２段階の異常が生じ、同時に車輪制動力配分手段に第１段階の異常が生じたとすれば、フラグＦt(１)の値が５となり、また車輪駆動力配分手段に第１段階の異常が生じ、同時に車輪制動力配分手段に第２段階の異常が生じたとすれば、フラグＦt(１)の値が７となることによりそれが判断されるので、これらに対応して、ステップ５に於ける車輪負担率配分制御目標値の変更およびステップ８に於ける操舵特性制御目標値の変更が行われればよい。 Similarly, regarding the wheel 1, if the second stage abnormality occurs in the wheel driving force distribution means and at the same time the first stage abnormality occurs in the wheel braking force distribution means, the value of the flag Ft (1) becomes 5. If the first stage abnormality occurs in the wheel driving force distribution means and the second stage abnormality occurs in the wheel braking force distribution means at the same time, the value of the flag Ft (1) becomes 7, and this is judged. Therefore, it is sufficient to change the wheel load ratio distribution control target value in step 5 and change the steering characteristic control target value in step 8 corresponding to these.

上記の如きステップ１１〜１９による異常検出処理は、ステップ９に於いてNの値を１より順に２，３，４と増大させて４輪の全てについて行われる。 The abnormality detection processing in steps 11 to 19 as described above is performed for all four wheels in step 9 by increasing the value of N sequentially from 1, to 2, 3, and 4.

以上の要領により、各車輪に関し車輪駆動力配分手段(ＤＦＤ)、車輪制動力配分手段(ＢＦＤ)、能動サスペンション(ＳＵＳ)、能動スタビライザ(ＳＴＡ)いずれか１つまたは２つに同時に第１段階の異常(ｆ１)または第２段階の異常(ｆ２)が生じたことは、フラグＦt(N)の値により以下の通り判断される。（表示例：ＤＦＤ(N)＊ｆ１…N車輪に関する車輪駆動力配分手段の第１段階異常）
Ｆt(N)＝１ＤＦＤ(N)＊ｆ１
Ｆt(N)＝２ＤＦＤ(N)＊ｆ２
Ｆt(N)＝３ＢＦＤ(N)＊ｆ１
Ｆt(N)＝４ＤＦＤ(N)＊ｆ１＋ＢＦＤ(N)＊ｆ１
Ｆt(N)＝５ＤＦＤ(N)＊ｆ２＋ＢＦＤ(N)＊ｆ１
Ｆt(N)＝６ＢＦＤ(N)＊ｆ２
Ｆt(N)＝７ＤＦＤ(N)＊ｆ１＋ＢＦＤ(N)＊ｆ２
Ｆt(N)＝８ＤＦＤ(N)＊ｆ２＋ＢＦＤ(N)＊ｆ２
Ｆt(N)＝９ＳＵＳ(N)＊ｆ１
Ｆt(N)＝１０ＤＦＤ(N)＊ｆ１＋ＳＵＳ(N)＊ｆ１
Ｆt(N)＝１１ＤＦＤ(N)＊ｆ２＋ＳＵＳ(N)＊ｆ１
Ｆt(N)＝１２ＢＦＤ(N)＊ｆ１＋ＳＵＳ(N)＊ｆ１
Ｆt(N)＝１５ＢＦＤ(N)＊ｆ２＋ＳＵＳ(N)＊ｆ１
Ｆt(N)＝１８ＳＵＳ(N)＊ｆ２
Ｆt(N)＝１９ＤＦＤ(N)＊ｆ１＋ＳＵＳ(N)＊ｆ２
Ｆt(N)＝２０ＤＦＤ(N)＊ｆ２＋ＳＵＳ(N)＊ｆ２
Ｆt(N)＝２１ＢＦＤ(N)＊ｆ１＋ＳＵＳ(N)＊ｆ２
Ｆt(N)＝２４ＢＦＤ(N)＊ｆ２＋ＳＵＳ(N)＊ｆ２
Ｆt(N)＝２７ＳＴＡ(N)＊ｆ１
Ｆt(N)＝２８ＤＦＤ(N)＊ｆ１＋ＳＴＡ(N)＊ｆ１
Ｆt(N)＝２９ＤＦＤ(N)＊ｆ２＋ＳＴＡ(N)＊ｆ１
Ｆt(N)＝３０ＢＦＤ(N)＊ｆ１＋ＳＴＡ(N)＊ｆ１
Ｆt(N)＝３３ＢＦＤ(N)＊ｆ２＋ＳＴＡ(N)＊ｆ１
Ｆt(N)＝３６ＳＵＳ(N)＊ｆ１＋ＳＴＡ(N)＊ｆ１
Ｆt(N)＝４５ＳＵＳ(N)＊ｆ２＋ＳＴＡ(N)＊ｆ１
Ｆt(N)＝５４ＳＴＡ(N)＊ｆ２
Ｆt(N)＝５５ＤＦＤ(N)＊ｆ１＋ＳＴＡ(N)＊ｆ２
Ｆt(N)＝５６ＤＦＤ(N)＊ｆ２＋ＳＴＡ(N)＊ｆ２
Ｆt(N)＝５７ＢＦＤ(N)＊ｆ１＋ＳＴＡ(N)＊ｆ２
Ｆt(N)＝６０ＢＦＤ(N)＊ｆ２＋ＳＴＡ(N)＊ｆ２
Ｆt(N)＝６３ＳＵＳ(N)＊ｆ１＋ＳＴＡ(N)＊ｆ２
Ｆt(N)＝７２ＳＵＳ(N)＊ｆ２＋ＳＴＡ(N)＊ｆ２ According to the above procedure, the wheel driving force distribution means (DFD), wheel braking force distribution means (BFD), active suspension (SUS), and active stabilizer (STA) are simultaneously applied to one or two of each wheel. The occurrence of the abnormality (f1) or the second stage abnormality (f2) is determined as follows according to the value of the flag Ft (N). (Display example: DFD (N) * f1... First stage abnormality of wheel driving force distribution means for N wheels)
Ft (N) = 1 DFD (N) * f1
Ft (N) = 2 DFD (N) * f2
Ft (N) = 3 BFD (N) * f1
Ft (N) = 4 DFD (N) * f1 + BFD (N) * f1
Ft (N) = 5 DFD (N) * f2 + BFD (N) * f1
Ft (N) = 6 BFD (N) * f2
Ft (N) = 7 DFD (N) * f1 + BFD (N) * f2
Ft (N) = 8 DFD (N) * f2 + BFD (N) * f2
Ft (N) = 9 SUS (N) * f1
Ft (N) = 10 DFD (N) * f1 + SUS (N) * f1
Ft (N) = 11 DFD (N) * f2 + SUS (N) * f1
Ft (N) = 12 BFD (N) * f1 + SUS (N) * f1
Ft (N) = 15 BFD (N) * f2 + SUS (N) * f1
Ft (N) = 18 SUS (N) * f2
Ft (N) = 19 DFD (N) * f1 + SUS (N) * f2
Ft (N) = 20 DFD (N) * f2 + SUS (N) * f2
Ft (N) = 21 BFD (N) * f1 + SUS (N) * f2
Ft (N) = 24 BFD (N) * f2 + SUS (N) * f2
Ft (N) = 27 STA (N) * f1
Ft (N) = 28 DFD (N) * f1 + STA (N) * f1
Ft (N) = 29 DFD (N) * f2 + STA (N) * f1
Ft (N) = 30 BFD (N) * f1 + STA (N) * f1
Ft (N) = 33 BFD (N) * f2 + STA (N) * f1
Ft (N) = 36 SUS (N) * f1 + STA (N) * f1
Ft (N) = 45 SUS (N) * f2 + STA (N) * f1
Ft (N) = 54 STA (N) * f2
Ft (N) = 55 DFD (N) * f1 + STA (N) * f2
Ft (N) = 56 DFD (N) * f2 + STA (N) * f2
Ft (N) = 57 BFD (N) * f1 + STA (N) * f2
Ft (N) = 60 BFD (N) * f2 + STA (N) * f2
Ft (N) = 63 SUS (N) * f1 + STA (N) * f2
Ft (N) = 72 SUS (N) * f2 + STA (N) * f2

ステップ５に於けるフラグＦt(１)〜Ｆt(４)の値に応じた車輪負担率配分制御目標値の変更およびステップ８に於けるフラグＦt(１)〜Ｆt(４)の値に応じた操舵特性制御目標値の変更は、上に例示した如きＦt(N)の値に基づき各車輪に関する車輪駆動力配分手段、車輪制動力配分手段、能動サスペンション、能動スタビライザのいずれにどの程度の異常が生じたかを判断して行われる車輪負担率配分制御目標値および操舵特性制御目標値の変更である。こうして車輪駆動力配分手段、車輪制動力配分手段、能動サスペンション、能動スタビライザのいずれかにその作動異常が生じたとき、それに対処して車輪負担率配分制御や操舵特性制御の目標値を変更しておくことにより、車輪接地荷重に対する車輪駆動力または車輪制動力の比によって大きく左右される車輪負担率の配分や操舵特性をより安定に維持することができる。 The change of the wheel load ratio distribution control target value according to the values of the flags Ft (1) to Ft (4) in step 5 and the value of the flags Ft (1) to Ft (4) in step 8 The change of the steering characteristic control target value is based on the value of Ft (N) as illustrated above, and how much abnormality is present in any of the wheel driving force distribution means, wheel braking force distribution means, active suspension, and active stabilizer for each wheel. This is a change in the wheel load ratio distribution control target value and the steering characteristic control target value that is performed by determining whether or not it has occurred. In this way, when any abnormal operation occurs in any of the wheel driving force distribution means, wheel braking force distribution means, active suspension, and active stabilizer, the target value of the wheel load ratio distribution control and steering characteristic control is changed to cope with it. Accordingly, the distribution of the wheel load factor and the steering characteristics that are greatly influenced by the ratio of the wheel driving force or the wheel braking force to the wheel contact load can be maintained more stably.

以上に於いては本発明を一つの実施の形態について詳細に説明したが、かかる実施の形態について本発明の範囲内にて種々の変更が可能であることは当業者にとって明らかであろう。 While the present invention has been described in detail with respect to one embodiment thereof, it will be apparent to those skilled in the art that various modifications can be made within the scope of the present invention.

本発明による車輌の一例の機能的要部を４輪車について解図的に示す概略図。The schematic diagram which shows the functional principal part of an example of the vehicle by this invention about a four-wheeled vehicle illustratively. 本発明による車輌の他の一例の機能的要部を４輪車について解図的に示す概略図。The schematic diagram which shows in figure the functional principal part of another example of the vehicle by this invention about a four-wheeled vehicle. 本発明による車輌の本発明に係る制御を示すフローチャート。The flowchart which shows the control which concerns on this invention of the vehicle by this invention.

Claims

車輪駆動力配分手段と車輪制動力配分手段の少なくとも一方および能動サスペンションと能動スタビライザの少なくとも一方を有し、車輪接地荷重に対する車輪駆動力または車輪制動力の比を制御する車輌に於いて、前記車輪駆動力配分手段または前記車輪制動力配分手段を第一の側とし、前記能動サスペンションまたは前記能動スタビライザを第二の側とするとき、前記第一および第二の側のいずれか一方に異常が生じたとき、それに応じて他方の側の作動目標値を変更するようになっていることを特徴とする車輌。 In a vehicle having at least one of a wheel driving force distribution unit and a wheel braking force distribution unit and at least one of an active suspension and an active stabilizer and controlling a ratio of a wheel driving force or a wheel braking force to a wheel ground load, the wheel When the driving force distribution means or the wheel braking force distribution means is the first side and the active suspension or the active stabilizer is the second side, an abnormality occurs in one of the first and second sides. The vehicle is characterized in that the operation target value on the other side is changed accordingly.

前記作動目標値は車輪接地荷重に対する車輪駆動力または車輪制動力の比の車輪間に於ける配分であることを特徴とする請求項１に記載の車輌。 2. The vehicle according to claim 1, wherein the operation target value is a distribution between wheels of a ratio of a wheel driving force or a wheel braking force to a wheel contact load. 3.

前記作動目標値の変更は車輪接地荷重に対する車輪駆動力または車輪制動力の比の配分を前車輪側にて後車輪側より大きくする変更であることを特徴とする請求項２に記載の車輌。 The vehicle according to claim 2, wherein the change in the operation target value is a change in which a ratio of a wheel driving force or a wheel braking force to a wheel contact load is increased on the front wheel side than on the rear wheel side.

前記作動目標値は操舵特性制御の目標値であることを特徴とする請求項１に記載の車輌。 The vehicle according to claim 1, wherein the operation target value is a target value for steering characteristic control.

前記異常の度合が所定の度合以上であるとき当該異常を生じた前記車輪駆動力配分手段、前記車輪制動力配分手段、前記能動サスペンション、または前記能動スタビライザの作動を停止するようになっていることを特徴とする請求項１〜４のいずれかに記載の車輌。
When the abnormality degree is equal to or higher than a predetermined degree, the operation of the wheel driving force distribution means, the wheel braking force distribution means, the active suspension, or the active stabilizer that has caused the abnormality is stopped. The vehicle according to any one of claims 1 to 4.