WO2010061432A1 - 車両の走行制御装置 - Google Patents
車両の走行制御装置 Download PDFInfo
- Publication number
- WO2010061432A1 WO2010061432A1 PCT/JP2008/071326 JP2008071326W WO2010061432A1 WO 2010061432 A1 WO2010061432 A1 WO 2010061432A1 JP 2008071326 W JP2008071326 W JP 2008071326W WO 2010061432 A1 WO2010061432 A1 WO 2010061432A1
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- WIPO (PCT)
- Prior art keywords
- slip ratio
- friction coefficient
- slip
- vehicle
- stable region
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
- B60T8/17616—Microprocessor-based systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
- B60T8/1763—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to the coefficient of friction between the wheels and the ground surface
- B60T8/17636—Microprocessor-based systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
- B60T2210/10—Detection or estimation of road conditions
- B60T2210/12—Friction
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2240/00—Monitoring, detecting wheel/tire behaviour; counteracting thereof
- B60T2240/06—Wheel load; Wheel lift
Definitions
- the present invention relates to a vehicle travel control device that controls a braking force and a driving force of a vehicle based on a slip ratio and a friction coefficient between wheels mounted on the vehicle and a road surface.
- control is performed so that braking is performed in a region where the braking friction coefficient is a predetermined value or more based on the relationship between the slip ratio of the wheel and the braking friction coefficient.
- the braking friction coefficient increases from 0%, the braking friction coefficient also increases, and the braking friction coefficient reaches a maximum value at a certain slip ratio, and then the slip ratio increases. Decrease to 100%.
- the slip ratio decreases from 100%, the braking friction coefficient increases, the braking friction coefficient reaches a maximum value at a certain slip ratio, and then the slip ratio decreases to 0%.
- the slip ratio increases and decreases along substantially the same path.
- an upper limit value and a lower limit value of the slip ratio are set in a stable region where the braking friction coefficient is equal to or greater than a predetermined value, and the slip ratio is monitored in the running state of the vehicle.
- the brake fluid pressure of the brake device is controlled so that does not exceed the upper and lower limits of the slip ratio. Therefore, when the driver suddenly brakes, the slip ratio can be maintained in the stable region, that is, between the upper limit value and the lower limit value, and the shortest stop distance can be ensured.
- the increase and decrease of the braking friction coefficient follow substantially the same path. It fluctuates according to a specific traveling state of the vehicle, and it is desired to further shorten the braking distance by utilizing this.
- an object of the present invention is to provide a vehicle travel control device that can shorten a braking distance in a vehicle and improve safety.
- a vehicle travel control apparatus includes a slip rate detection means for obtaining a wheel slip rate according to the travel state of the vehicle, and according to the travel state of the vehicle.
- Friction coefficient detecting means for obtaining a friction coefficient of the wheel
- braking / driving force control means for controlling braking / driving force within a predetermined slip ratio stable region where the friction coefficient is equal to or greater than a predetermined value
- the slip Slip rate stable region changing means for changing at least one of an upper limit value and a lower limit value in the slip rate stable region according to a variation in the friction coefficient when the rate is increased and when the slip rate is decreased. It is characterized by that.
- wheel input parameter detection means for detecting an input parameter acting on the wheel is provided, and the slip ratio stable region is determined according to the wheel input parameter detected by the wheel input parameter detection means.
- An upper limit value or a lower limit value is set.
- the wheel input parameter detection means detects a ground load, a vehicle speed, and a slip rate change rate as input parameters acting on the wheel.
- the slip ratio stable region changing means is configured such that when the friction coefficient when the slip ratio is decreased exceeds the friction coefficient when the slip ratio is increased, the slip ratio stable region is The lower limit value is changed to the decreasing side.
- the slip ratio stable region changing means is configured such that when the friction coefficient when the slip ratio is decreased exceeds the friction coefficient when the slip ratio is increased, the slip ratio stable region is The lower limit value is changed to a preset correction lower limit value.
- the slip ratio stable region changing means is configured such that when the friction coefficient when the slip ratio is decreased exceeds the friction coefficient when the slip ratio is increased, the slip ratio stable region is Is changed to the slip ratio corresponding to the maximum value of the friction coefficient.
- the slip ratio stable region changing means determines whether or not the upper limit value and the lower limit value in the slip ratio stable region are changed according to an input parameter acting on the wheel. It is said.
- the braking / driving force can be controlled within a predetermined slip ratio stable region in which the friction coefficient is equal to or greater than a predetermined value, and when the slip ratio is increased and the slip ratio is increased. At least one of the upper limit value and the lower limit value in the slip ratio stable region is changed according to the variation of the friction coefficient at the time of decrease. Therefore, by applying the optimum friction coefficient when the slip ratio is increased and when the slip ratio is decreased, the braking distance in the vehicle can be shortened, and the safety can be improved.
- FIG. 1 is a schematic configuration diagram illustrating a vehicle travel control apparatus according to a first embodiment of the present invention.
- FIG. 2 is a graph showing the braking friction coefficient with respect to the slip ratio.
- FIG. 3 is a graph showing the braking friction coefficient with respect to the slip ratio.
- FIG. 4 is a flowchart illustrating the braking control in the vehicle travel control apparatus according to the first embodiment.
- FIG. 5 is a flowchart showing the braking control in the vehicle travel control apparatus according to the second embodiment of the present invention.
- FIG. 6 is a graph showing the braking friction coefficient with respect to the slip ratio.
- FIG. 7 is a graph showing the braking friction coefficient with respect to the slip ratio.
- FIG. 1 is a schematic configuration diagram illustrating a vehicle travel control apparatus according to a first embodiment of the present invention.
- FIG. 2 is a graph showing the braking friction coefficient with respect to the slip ratio.
- FIG. 3 is a graph showing the braking friction coefficient with respect to the slip ratio.
- FIG. 8 is a flowchart showing the braking control in the vehicle travel control apparatus according to the third embodiment of the present invention.
- FIG. 9 is a determination map of a slip ratio stable region in the vehicle travel control apparatus of the third embodiment.
- FIG. 10 is a graph showing the braking friction coefficient with respect to the slip ratio.
- FIG. 11 is a graph showing the braking friction coefficient with respect to the slip ratio.
- FIG. 12 is a graph showing the braking friction coefficient with respect to the slip ratio.
- FIG. 1 is a schematic configuration diagram showing a vehicle travel control apparatus according to a first embodiment of the present invention
- FIGS. 2 and 3 are graphs showing a braking friction coefficient with respect to a slip ratio
- FIG. 4 is a diagram of a vehicle according to the first embodiment. It is a flowchart showing the braking control in a traveling control apparatus.
- the vehicle 11 has front wheels 12FL and 12FR and rear wheels 12RL and 12RR, and can be driven by an engine (internal combustion engine) 13. ing. Further, hydraulic brake devices 14FL, 14FR, 14RL, 14RR are provided on the front wheels 12FL, 12FR and the rear wheels 12RL, 12RR.
- the electronic control unit (ECU) 15 can control the engine 13 and the hydraulic brake devices 14FL, 14FR, 14RL, and 14RR, and according to the driving state of the vehicle 11 in addition to the driver's accelerator pedal operation and brake pedal operation. The engine 13 and the hydraulic brake devices 14FL, 14FR, 14RL, and 14RR are controlled.
- the vehicle 11 is equipped with various sensors for detecting the traveling state.
- wheel weight sensors for example, load cells
- the vehicle 11 is provided with wheel speed sensors 17FL, 17FR, 17RL, and 17RR that detect the rotational speeds of the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR.
- the vehicle 11 is provided with a vehicle speed sensor 18 that detects the traveling speed, and a stop lamp switch 19 that is turned on / off in response to a brake pedal operation.
- the vehicle 11 is provided with a steering angle sensor 20 that detects the steering angle of the steering.
- the vehicle 11 is provided with a longitudinal acceleration sensor 21 for detecting longitudinal acceleration acting on the vehicle 11 and a lateral acceleration sensor 22 for detecting lateral (left / right) acceleration acting on the vehicle 11.
- the ECU 15 includes detection results of the wheel weight sensors 16F and 16R, wheel speed sensors 17FL, 17FR, 17RL, and 17RR, a vehicle speed sensor 18, a stop lamp switch 19, a steering angle sensor 20, a longitudinal acceleration sensor 21, and a lateral acceleration sensor 22.
- the ECU 15 controls the engine 13 and the hydraulic brake devices 14FL, 14FR, 14RL, and 14RR based on detection results of various sensors.
- the slip ratio detection unit 31 that determines the slip ratio S between the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR and the road surface according to the travel state of the vehicle 11, and the travel state of the vehicle 11 Accordingly, the friction coefficient detection unit 32 for obtaining the friction coefficient ⁇ between the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR and the road surface, and the friction coefficient ⁇ according to the running state of the vehicle 11 is equal to or greater than a predetermined value.
- the slip ratio detection unit 31, the friction coefficient detection unit 32, the slip rate stable region setting unit 33, the braking / driving force control unit 34, and the slip rate stable region changing unit 35 are configured by the ECU 15. Yes.
- the slip ratio detection unit 31 includes the traveling speed V of the vehicle 11 detected by the vehicle speed sensor 18 and the rotational speeds of the front wheels 12FL, 12FR and rear wheels 12RL, 12RR detected by the wheel speed sensors 17FL, 17FR, 17RL, 17RR.
- the slip ratio S is calculated using the following mathematical formula.
- the friction coefficient detection unit 32 calculates the friction coefficient ⁇ using the following formula based on the longitudinal force Fx and the ground load Fz acting on the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR.
- the longitudinal force Fx is estimated on the basis of the rotational speed Vw of the front wheels 12FL, 12FR and the rear wheels 12RL, 12RR detected by the wheel speed sensors 17FL, 17FR, 17RL, 17RR, or is calculated based on the braking force and driving force of the vehicle 11. Estimate accordingly.
- the weights of the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR detected by the wheel weight sensors 16F and 16R are applied.
- ⁇ Fx / Fz
- the slip ratio stable region setting unit 33 serves as a wheel input parameter detection means for detecting input parameters acting on the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR, and the ground load Fz of the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR.
- the ground load Fz is detected by the wheel load sensors 16F and 16R described above. That is, the slip ratio stable region setting unit 33 is a map that represents a number of slip ratio-friction coefficient diagrams (hereinafter referred to as ⁇ -S diagrams) in accordance with the ground load Fz of the front wheels 12FL, 12FR and the rear wheels 12RL, 12RR.
- the optimum ⁇ -S diagram (map) is selected in accordance with the contact load Fz when the vehicle 11 is traveling, and the upper limit value S 1 and the lower limit value S 2 in the slip ratio stable region are selected. Is set.
- the slip ratio stable region changing unit 35 when the friction coefficient at the time of reduction of the slip ratio S mu exceeds mu of friction coefficient at the time of an increase in slip ratio S, the lower limit S 2 in the slip ratio stable region to the decreasing side It has changed.
- the friction coefficient ⁇ is equal to or larger than a predetermined value based on the relationship between the slip ratio S of the wheels (front wheels 12FL, 12FR and rear wheels 12RL, 12RR) and the friction coefficient ⁇ . Control is performed so that driving and braking are performed in a slip ratio stable region.
- the friction coefficient S increases from 0%
- the friction coefficient ⁇ also increases, and the friction coefficient ⁇ becomes the maximum value at a certain slip ratio S. Decrease until 100%.
- the slip ratio S decreases from 100%, the friction coefficient ⁇ increases, and at a certain slip ratio S, the friction coefficient ⁇ becomes the maximum value, and then decreases until the slip ratio S becomes 0%.
- the friction coefficient ⁇ increases and decreases when the slip ratio S increases and decreases.
- the route follows substantially the same path, there is a region where the friction coefficient ⁇ when the slip ratio S decreases is higher than the friction coefficient ⁇ when the slip ratio S increases.
- the friction coefficient when the slip ratio S decreases ⁇ is, when higher than the friction coefficient ⁇ when the slip ratio S increases, the correction lower limit value S with the lower limit value S 2 in the slip ratio S to the decrease side change to 3, the slip ratio S does not exceed the upper limit values S 1 and the correction lower limit value S 3, the hydraulic brake device 14FL, 14FR, 14RL, and controls the brake hydraulic pressure of 14RR.
- step S11 the ECU 15 determines whether or not the current slip ratio S when the vehicle 11 is traveling is increasing. judge. That is, the driver depresses the brake pedal to determine whether the front wheels 12FL, 12FR and the rear wheels 12RL, 12RR are locked.
- the slip ratio S does not increase, the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR are locked even if the driver does not depress the brake pedal or the driver depresses the brake pedal. It is determined that the vehicle is decelerating normally, and this routine is exited without doing anything.
- a ⁇ -S diagram is set in accordance with the contact load in step S12, and the current increasing slip ratio S is determined in step S13. determining whether it exceeds the upper limit values S 1 in the slip ratio stable region defined by the set mu-S diagram.
- the process exits the routine without doing anything.
- ECU 15 is a hydraulic brake system 14FL , 14FR, 14RL, 14RR brake hydraulic pressure is released.
- step S14 it is determined whether or not the friction coefficient ⁇ down when the slip ratio S decreases is higher than the friction coefficient ⁇ up when the slip ratio S increases immediately before.
- the set ⁇ -S diagram is set in step S15.
- the lower limit value S 2 in the slip ratio stable region defined by changes in advance to decrease the correction lower-limit value is set on the side of S 3 (S 2 - ⁇ S).
- step S14 if it is determined in step S14 that the friction coefficient ⁇ down when the slip ratio S decreases is not higher than the friction coefficient ⁇ up when the slip ratio S increases immediately before, the lower limit in the slip ratio stable region. without changing the value S 2, at step S16, the slip ratio S which is the current decreases, the lower limit value S 2 in the slip ratio stable region defined by the set mu-S diagram or, to determine whether it exceeds the correction limit value S 3 that have changed.
- this routine is exited without doing anything.
- the ECU 15 increases the brake hydraulic pressure of the hydraulic brake devices 14FL, 14FR, 14RL, and 14RR.
- step S17 it is determined whether the friction coefficient ⁇ up when the slip ratio S increases is higher than the friction coefficient ⁇ down when the slip ratio S decreases immediately before.
- the set ⁇ -S diagram in step S18 The upper limit value S 1 in the slip ratio stable region defined in ( 1 ) is changed to a correction upper limit value S 4 (S 1 + ⁇ S) set in advance on the increase side.
- the correction lower limit value S Although 3 is set, it is not limited to this method.
- the slip ratio S when the rate of change (d ⁇ down / dS) of the friction coefficient ⁇ down when the slip ratio S decreases is set as the correction lower limit S 3 .
- any one of the two setting methods described above may be adopted. The same applies to the processing in step S18 described above.
- the slip ratio detection unit 31 that obtains the slip ratio S between the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR and the road surface according to the travel state of the vehicle 11;
- the friction coefficient detecting unit 32 for obtaining the friction coefficient ⁇ between the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR and the road surface according to the traveling state of the vehicle 11, and the friction coefficient ⁇ according to the traveling state of the vehicle 11 are set in advance.
- a slip rate stable region setting unit 33 that sets a predetermined slip rate stable region that is equal to or greater than the predetermined value, a braking / driving force control unit 34 that controls braking / driving force within the set slip rate stable region, and a slip rate S change at least one of the upper values S 1 or the lower limit value S 2 in the slip ratio stable region depending on the variation of the friction coefficient ⁇ at increasing time and the time of decrease of the slip ratio of It is provided with slip ratio stable region changing unit 35.
- the slip ratio stable region setting unit 33 serves as a wheel input parameter detection unit that detects input parameters acting on the front wheels 12FL, 12FR and the rear wheels 12RL, 12RR. 12FR and the rear wheels 12RL, adopted ground contact load Fz of 12RR, depending on the ground contact load Fz, the optimum slip ratio - select the friction coefficient diagram, the upper limit values S 1 and the lower limit value S 2 in the slip ratio stable region Is set. Accordingly, a number of slip ratio-friction coefficient diagrams are prepared for the ground contact load Fz that fluctuates in accordance with the traveling state of the vehicle 11, that is, the rotational states of the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR. By selecting the optimum slip ratio-friction coefficient diagram from the above and setting the slip ratio stable region, it is possible to improve the braking performance by applying an appropriate friction coefficient ⁇ .
- the slip ratio stable region changing unit 35 determines that the slip ratio when the friction coefficient ⁇ when the slip ratio S decreases exceeds the friction coefficient ⁇ when the slip ratio S increases. It is changing the lower limit value S 2 in the reduction side in the stable region. Therefore, the braking distance can be shortened by applying a good friction coefficient ⁇ .
- the travel control device for a vehicle of Embodiment 1 when the friction coefficient at the time of reduction of the slip ratio S mu exceeds the friction coefficient at the time of an increase in the slip ratio S mu, pre-the lower limit S 2 in the slip ratio stable region change the set correction lower-limit value S 3. Therefore, the lower limit value S 2 can be easily changed to the corrected lower limit value S 3, it is possible to allow simplification of control. Further, when the friction coefficient at the time of reduction of the slip ratio S mu exceeds mu of friction coefficient at the time of an increase in slip ratio S, the slip ratio corresponding to the lower limit value S 2 in the slip ratio stable region to a maximum value of the friction coefficient mu S Change to 3 . Therefore, it is possible to change the lower limit value S 2 in the properly corrected lower limit value S 3, it is possible to enable high accuracy of control.
- FIG. 5 is a flowchart showing the braking control in the vehicle travel control apparatus according to the second embodiment of the present invention
- FIGS. 6 and 7 are graphs showing the braking friction coefficient with respect to the slip ratio.
- the overall configuration of the vehicle travel control apparatus according to the present embodiment is substantially the same as that of the first embodiment described above, and will be described with reference to FIG. 1 and members having the same functions as those described in this embodiment. Are denoted by the same reference numerals, and redundant description is omitted.
- a slip ratio detection unit 31 that obtains a slip ratio S between the front wheels 12FL, 12FR and the rear wheels 12RL, 12RR and the road surface according to the travel state of the vehicle 11.
- a friction coefficient detecting unit 32 for obtaining a friction coefficient ⁇ between the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR and the road surface according to the traveling state of the vehicle 11, and a friction coefficient ⁇ being preset according to the traveling state of the vehicle 11.
- a slip rate stable region setting unit 33 that sets a predetermined slip rate stable region that is equal to or greater than the predetermined value, a braking / driving force control unit 34 that controls braking / driving force within the set slip rate stable region, and a slip rate A slip that changes at least one of the upper limit value and the lower limit value in the slip ratio stable region according to the fluctuation of the friction coefficient when the slip ratio increases and when the slip ratio decreases A rate stable region changing unit 35.
- the slip ratio stable region setting unit 33 employs the traveling speed (vehicle speed) V of the vehicle 11 as wheel input parameter detection means for detecting input parameters acting on the front wheels 12FL, 12FR and the rear wheels 12RL, 12RR.
- the vehicle speed V is detected by the vehicle speed sensor 18. That is, the slip ratio stable region setting unit 33 has a map representing a number of slip ratio-friction coefficient diagrams ( ⁇ -S diagram) according to the vehicle speed V, and when the vehicle 11 is traveling.
- the optimum ⁇ -S diagram (map) is selected according to the vehicle speed V of the vehicle, and an upper limit value S 1 and a lower limit value S 2 in the slip ratio stable region are set.
- step S21 the ECU 15 applies the hydraulic brake devices 14FL, 14FR, 14RL, 14RR to the hydraulic brake devices 14FL, 14FR, 14RL, 14RR in accordance with the travel state of the vehicle 11.
- Set the control command value ⁇ if the driver does not step on the brake pedal, the control command value ⁇ is 0, the driver is stepping on the brake pedal, and the front wheels 12FL, 12FR and the rear wheels 12RL, 12RR must be locked.
- the control command value ⁇ is on the + side, and if the driver is stepping on the brake pedal and the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR are locked, the control command value ⁇ is on the-side.
- step S22 the ECU 15 determines whether or not the control command value ⁇ is greater than zero. As described above, if it is determined that the control command value ⁇ is greater than 0, the driver steps on the brake pedal, and the front wheels 12FL, 12FR and the rear wheels 12RL, 12RR are not locked, so the hydraulic brake devices 14FL, 14FR , 14RL, 14RR are in a state in which the hydraulic pressure of 14RR, 14RR increases and the slip ratio S increases. On the other hand, if it is determined that the control command value ⁇ is not greater than 0, the driver steps on the brake pedal, and the front wheels 12FL, 12FR and the rear wheels 12RL, 12RR are locked, so the hydraulic brake devices 14FL, 14FR, 14RL are locked. , 14RR is released and the slip ratio S is decreasing.
- step S23 the ECU 15 identifies the latest ⁇ -S diagram (model) when the slip ratio S increases for each vehicle speed V.
- step S24 when the ⁇ -S diagram (model) corresponding to the vehicle speed V cannot be identified in step S23, the ECU 15 calculates the initial (or previous) peak ⁇ from the latest MF model peak ⁇ . The Error value is calculated by subtraction, and this is set as the Abs value.
- step S25 it is determined whether this Abs value is larger than a preset threshold value. If it is determined that the Abs value is not larger than the threshold value, the process returns to step S23.
- the ⁇ -S diagram (model) when the slip ratio S increases is identified and updated according to the current vehicle speed V in step S26. .
- the peak value of the friction coefficient ⁇ when the slip ratio S increases and the slip ratio S at this time are calculated based on the ⁇ -S diagram (model).
- the ⁇ -S diagram applies an MF (Magic Formula) model and updates the MF model coefficient for each predetermined travel distance.
- the friction coefficient ⁇ peak value and the slip ratio S are predicted and obtained using the MF model coefficient.
- the current traveling state of the vehicle 11 is predicted using the ground load Fz, the longitudinal force Fx, the wheel speed Vw, and the vehicle speed V.
- steps S28 to S32 similarly, based on the ⁇ -S diagram (model), the peak value of the friction coefficient ⁇ when the slip ratio S decreases and the slip ratio S at this time are calculated.
- step S33 the friction coefficient ⁇ peak value when the slip ratio S increases and the peak value of the friction coefficient ⁇ when the slip ratio S decreases are compared.
- the peak value of the friction coefficient ⁇ when the slip ratio S decreases is the ⁇ -S diagram shown in FIG. 6, the reference slip ratio S 0 is canceled in step S34.
- slip ratio is set to (upper limit value) S 1
- the reference slip ratio S 0 control starting slip rate (minimum value) is changed to S 3.
- the peak value of the friction coefficient ⁇ when the slip ratio S increases in step S33 it is the ⁇ -S diagram shown in FIG.
- step S36 the reference slip ratio S 0 to set control release slip ratio by adding a correction value ⁇ S in (upper limit value) S 1, at step S37, the reference slip ratio S 0 control starting slip rate (lower limit) is set to S 2.
- the slip ratio stable region setting unit 33 serves as a wheel input parameter detection unit that detects input parameters acting on the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR.
- employs the travel speed V of the vehicle 11, depending on the vehicle speed V an optimum slip ratio - select the friction coefficient diagram has set an upper limit values S 1 and the lower limit value S 2 in the slip ratio stable region .
- a number of slip ratio-friction coefficient diagrams are prepared for the vehicle speed V that varies according to the running state of the vehicle 11, that is, the rotational states of the front wheels 12FL, 12FR and the rear wheels 12RL, 12RR.
- FIG. 8 is a flowchart showing the braking control in the vehicle travel control apparatus according to the third embodiment of the present invention
- FIG. 9 is a determination map of the slip ratio stable region in the vehicle travel control apparatus according to the third embodiment
- FIGS. 12 is a graph showing the braking friction coefficient with respect to the slip ratio.
- the overall configuration of the vehicle travel control apparatus according to the present embodiment is substantially the same as that of the first embodiment described above, and will be described with reference to FIG. 1 and members having the same functions as those described in this embodiment. Are denoted by the same reference numerals, and redundant description is omitted.
- a slip ratio detection unit 31 that obtains a slip ratio S between the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR and the road surface according to the travel state of the vehicle 11.
- a friction coefficient detecting unit 32 for obtaining a friction coefficient ⁇ between the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR and the road surface according to the traveling state of the vehicle 11, and a friction coefficient ⁇ being preset according to the traveling state of the vehicle 11.
- a slip rate stable region setting unit 33 that sets a predetermined slip rate stable region that is equal to or greater than the predetermined value, a braking / driving force control unit 34 that controls braking / driving force within the set slip rate stable region, and a slip rate A slip that changes at least one of the upper limit value and the lower limit value in the slip ratio stable region according to the fluctuation of the friction coefficient when the slip ratio increases and when the slip ratio decreases A rate stable region changing unit 35.
- the slip ratio stable region setting unit 33 serves as a wheel input parameter detection unit that detects input parameters acting on the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR, and the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR.
- the rate of change (rate of change) Ss of the slip rate S with the road surface is adopted. In this case, based on the traveling speed V of the vehicle 11 detected by the vehicle speed sensor 18 and the wheel speeds Vw of the front wheels 12FL, 12FR and the rear wheels 12RL, 12RR detected by the wheel speed sensors 17FL, 17FR, 17RL, 17RR.
- the slip rate S is calculated in the same manner as in Example 1, and the amount of change per unit time (second) in the slip rate S is defined as the rate of change Ss of the slip rate S. That is, the slip ratio stable region setting unit 33 has a map representing a large number of slip ratio-friction coefficient diagrams ( ⁇ -S diagrams) in accordance with the rate of change Ss of the slip ratio S. An optimum ⁇ -S diagram (map) is selected according to the rate of change Ss of the slip rate S when the vehicle is traveling, and an upper limit value S 1 and a lower limit value S 2 in the slip rate stable region are set.
- the slip rate stable region changing unit 35 has an upper limit value in the slip rate stable region according to the rate of change Ss of the slip rate S as an input parameter acting on the front wheels 12FL, 12FR and the rear wheels 12RL, 12RR. And whether there is a change in the lower limit.
- the friction coefficient ⁇ when the slip ratio S decreases is higher in the last part than the friction coefficient ⁇ when the slip ratio S increases.
- the friction coefficient ⁇ when the slip ratio S decreases is lower than the friction coefficient ⁇ when the slip ratio S increases.
- the characteristics of the slip ratio S and the friction coefficient ⁇ change.
- the characteristics of the slip ratio S and the friction coefficient ⁇ are the magnitude relationship between the friction coefficient ⁇ when the slip ratio S increases and the friction coefficient ⁇ when the slip ratio S decreases.
- the region for the rate of change Ss of the slip ratio S and the contact load Fz depends on the magnitude relationship between the friction coefficient ⁇ when the slip ratio S increases and the friction coefficient ⁇ when the slip ratio S decreases. It is divided into two areas N and Y.
- the characteristics of the slip ratio S and the friction coefficient ⁇ are determined according to the change rate Ss of the slip ratio S and the ground load Fz as wheel input parameters.
- step S41 the ECU 15 determines whether or not the driver has depressed the brake pedal. That is, the driver depresses the brake pedal to determine whether the front wheels 12FL, 12FR and the rear wheels 12RL, 12RR are braked. Here, if it is determined that the driver does not depress the brake pedal, the routine exits without doing anything.
- the ground load Fz is estimated in step S42.
- the ground load Fz is estimated from the weights of the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR detected by the wheel weight sensors 16F and 16R.
- the ground load Fz is estimated in consideration of the load movement amount in the roll (lateral) direction and the load movement amount in the acceleration and deceleration (front-rear) directions in the vehicle 11. That is, the ground load Fz is calculated by adding the steering angle detected by the steering angle sensor 20, the longitudinal acceleration detected by the longitudinal acceleration sensor 21, and the lateral (left / right) acceleration detected by the lateral acceleration sensor 22 to the vehicle design data. presume.
- the change rate Ss of the slip rate S is estimated in step S43.
- step S44 using the estimated contact load Fz and the change rate Ss of the slip rate S, based on the map shown in FIG. 9, the change rate Ss of the slip rate S and the ground contact in the vehicle 11 that is currently traveling.
- a region for the load Fz is determined. That is, it is determined whether the friction coefficient ⁇ when the slip ratio S decreases is higher or lower than the friction coefficient ⁇ when the slip ratio S increases immediately before, and a ⁇ -S diagram is set.
- the ECU 15 continues to reduce the brake hydraulic pressure in the hydraulic brake devices 14FL, 14FR, 14RL, and 14RR. That is, the lower limit value in the slip ratio stable region is changed to the decreasing side.
- step S44 determines that the region is the N region, it is determined that the friction coefficient ⁇ when the slip ratio S decreases is lower than the friction coefficient ⁇ when the slip ratio S increases.
- step S46 the ECU 15 executes control based on the set ⁇ -S diagram. That is, the stop of pressure reduction of the brake hydraulic pressure in the hydraulic brake devices 14FL, 14FR, 14RL, and 14RR is executed at a preset lower limit value in the slip ratio stable region.
- the slip ratio stable region setting unit 33 serves as a wheel input parameter detection unit that detects input parameters acting on the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR.
- the change rate Ss of the contact load Fz and the slip rate S is adopted, and the regions N and Y are set according to the change rate Ss of the contact load Fz and the slip rate S, that is, the optimum slip rate-friction coefficient line.
- a figure is set, and an upper limit value and a lower limit value in the slip ratio stable region are set.
- the optimum slip ratio-friction coefficient with respect to the ground load Fz and the change ratio Ss of the slip ratio S which fluctuate depending on the traveling state of the vehicle 11, that is, the rotational states of the front wheels 12FL, 12FR and the rear wheels 12RL, 12RR.
- the lower limit value in the slip ratio stable region is changed according to the change in the friction coefficient when the slip rate is increased and when the slip rate is decreased. May be changed.
- a slip generated when the hydraulic brake devices 14FL, 14FR, 14RL, and 14RR are operated by the driver depressing the brake pedal that is, an ABS (anti-lock brake system) function.
- ABS anti-lock brake system
- the vehicle travel control apparatus according to the present invention is not limited to this braking force control, and can also be applied to driving force control. That is, when the driver depresses the accelerator pedal, the slip generated when the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR idle, that is, the driving force control when the TRC (traction control system) function is activated. It can also be applied.
- the vehicle travel control apparatus changes at least one of the upper limit value and the lower limit value in the slip ratio stable region in accordance with the fluctuation of the friction coefficient when the slip ratio increases and decreases.
- the braking distance in the vehicle can be shortened to improve safety, and it is suitable for use in any type of vehicle.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
12FL,12FR 前輪
12RL,12RR 後輪
13 エンジン
14FL,14FR,14RL,14RR 油圧ブレーキ装置
15 電子制御ユニット(ECU)
16F,16R 輪重センサ(車輪入力パラメータ検出手段)
17FL,17FR,17RL,17RR 車輪速センサ
18 車速センサ(車輪入力パラメータ検出手段)
21 前後加速度センサ
22 横加速度センサ
31 スリップ率検出部
32 摩擦係数検出部
33 スリップ率安定領域設定部
34 制駆動力制御部
35 スリップ率安定領域変更部
S=[(V-Vw)/V]×100
μ=Fx/Fz
S=[(V-Vw)/V]×100
Claims (7)
- 車両の走行状態に応じて車輪のスリップ率を求めるスリップ率検出手段と、
前記車両の走行状態に応じて前記車輪の摩擦係数を求める摩擦係数検出手段と、
前記摩擦係数が予め設定された所定値以上となる所定のスリップ率安定領域内で制駆動力を制御する制駆動力制御手段と、
前記スリップ率の増加時と前記スリップ率の減少時とにおける前記摩擦係数の変動に応じて前記スリップ率安定領域における上限値または下限値の少なくともいずれか一方を変更するスリップ率安定領域変更手段と、
を備えたことを特徴とする車両の走行制御装置。 - 前記車輪に作用する入力パラメータを検出する車輪入力パラメータ検出手段を設け、該車輪入力パラメータ検出手段が検出した前記車輪の入力パラメータに応じて前記スリップ率安定領域における上限値または下限値が設定されることを特徴とする請求項1に記載の車両の走行制御装置。
- 前記車輪入力パラメータ検出手段は、前記車輪に作用する入力パラメータとして、接地荷重、車速、スリップ率変化率を検出することを特徴とする請求項2に記載の車両の走行制御装置。
- 前記スリップ率安定領域変更手段は、前記スリップ率の減少時における前記摩擦係数が前記スリップ率の増加時における前記摩擦係数を超えたとき、前記スリップ率安定領域における下限値を減少側に変更することを特徴とする請求項1に記載の車両の走行制御装置。
- 前記スリップ率安定領域変更手段は、前記スリップ率の減少時における前記摩擦係数が前記スリップ率の増加時における前記摩擦係数を超えたとき、前記スリップ率安定領域における下限値を予め設定された補正下限値に変更することを特徴とする請求項4に記載の車両の走行制御装置。
- 前記スリップ率安定領域変更手段は、前記スリップ率の減少時における前記摩擦係数が前記スリップ率の増加時における前記摩擦係数を超えたとき、前記スリップ率安定領域における下限値を前記摩擦係数の最大値に対応する前記スリップ率に変更することを特徴とする請求項4に記載の車両の走行制御装置。
- 前記スリップ率安定領域変更手段は、前記車輪に作用する入力パラメータに応じて前記スリップ率安定領域における上限値と下限値の変更の有無を判定することを特徴とする請求項1から6のいずれか一つに記載の車両の走行制御装置。
Priority Applications (5)
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CN200880130943.9A CN102143869B (zh) | 2008-11-25 | 2008-11-25 | 车辆的行驶控制装置 |
EP08878389.9A EP2351675B1 (en) | 2008-11-25 | 2008-11-25 | Travel control device for vehicle |
PCT/JP2008/071326 WO2010061432A1 (ja) | 2008-11-25 | 2008-11-25 | 車両の走行制御装置 |
US13/060,179 US8676463B2 (en) | 2008-11-25 | 2008-11-25 | Travel controlling apparatus of vehicle |
JP2010540240A JP5104961B2 (ja) | 2008-11-25 | 2008-11-25 | 車両の走行制御装置 |
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PCT/JP2008/071326 WO2010061432A1 (ja) | 2008-11-25 | 2008-11-25 | 車両の走行制御装置 |
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EP (1) | EP2351675B1 (ja) |
JP (1) | JP5104961B2 (ja) |
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JP6222746B2 (ja) * | 2015-07-27 | 2017-11-01 | 本田技研工業株式会社 | 鞍乗り型車両の自動ブレーキ装置 |
JP2018070080A (ja) * | 2016-11-04 | 2018-05-10 | ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング | 車両のブレーキシステムが車輪に生じさせるブレーキ力を制御する制御装置、及び、制御方法 |
JP7010152B2 (ja) * | 2018-06-14 | 2022-02-10 | トヨタ自動車株式会社 | 車両のブレーキ制御装置 |
JP7015005B2 (ja) * | 2018-11-19 | 2022-02-02 | トヨタ自動車株式会社 | 車両の制動力制御装置 |
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CN102143869B (zh) | 2014-07-16 |
US8676463B2 (en) | 2014-03-18 |
JP5104961B2 (ja) | 2012-12-19 |
CN102143869A (zh) | 2011-08-03 |
JPWO2010061432A1 (ja) | 2012-04-19 |
EP2351675A1 (en) | 2011-08-03 |
EP2351675B1 (en) | 2014-10-01 |
EP2351675A4 (en) | 2013-08-21 |
US20110264349A1 (en) | 2011-10-27 |
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